A Classic REAL Trains 'n Traction FOTO site!

[passengerfan]

AT&SF
Streamlined Coaches Part Three
By Al

The Santa Fe introduced a new CHIEF March 12, 1948 the Chicago – Galveston TEXAS CHIEF operating in a fast 26 hours 15 minutes either direction. The TEXAS CHIEF carried both Sleeping Cars and Coaches and was the first CHIEF to operate sans Observation. The Santa Fe previously operated a heavyweight train named the RANGER over this same route for years and its one lightweight streamlined car was a VALLEY series sleeping car. When the Rock Island began TWIN STAR ROCKET service in 1945 between Minneapolis and Houston with across the platform transfers in Kansas City to and from Chicago by the GOLDEN STATE the Santa Fe watched and waited. When Rock Island added new coaches in 1947 and new Sleepers in 1948 the Santa Fe reacted and replaced the RANGER with the TEXAS CHIEF. The TEXAS CHIEF required three consists to provide daily service. The TEXAS CHIEF train sets operated with a 60’ Railway Post Office Storage Mail Car delivered by AC&F in 1947, trailed by a Baggage Car delivered by AC&F in 1947. The third car in each of the TEXAS CHIEFS was a 50 revenue seat divided Coach built by Pullman Standard in 1947, this car seated 24 in the colored section and 26 in the white section. The fourth and fifth cars in each TEXAS CHIEF were a pair of 44 Revenue seat leg rest coaches from the EL CAPITAN pool. The cars were transferred back and forth between the EL CAPITANS and TEXAS CHIEFS daily in Chicago. This comprised the original Coach section of the TEXAS CHIEFS. The 50 seat divided coaches were twin full vestibule cars with a colored seating section for 24 and a pair of rest rooms next to the forward vestibule, the white section seated 26 passengers with a pair of rest rooms located next to the rear vestibule. These were the only lightweight streamlined divided coaches purchased by the Santa Fe and were assigned to the TEXAS CHIEFS only. There were many railroads operating in the southern United States that carried these racially divided cars, but these three were the only lightweight streamlined ones ever owned by the Santa Fe.

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

50 - 52

BAGGAGE CARS American Car & Foundry April – May 1947 (Built for General Service cars from this series assigned to initial TEXAS CHIEFS)

3409 – 3426

50 REVENUE SEAT DIVIDED COACHES Pullman Standard August – September 1947 (Built for and assigned to TEXAS CHIEFS)

3187 – 3189

A series of Budd built 52 revenue seat Coaches arrived on the Santa Fe between December, 1945 and March, 1946. The cars were built for the EL CAPITANS as replacements for the borrowed 60 revenue seat Coaches from the SCOUT pool. Santa Fe would purchase only three more standard coach orders in the lightweight era and all of those cars would be equipped with Ride Master seats the name the leg rest seats were marketed under. These 52 revenue seat Coaches were only operational in the EL CAPITANS from early 1946 until replaced by the 44 revenue seat leg rest coaches in 1948. At that time the Santa Fe assigned all former 52 revenue seat Coaches from the EL CAPITANS to the GOLDEN GATES, CHICAGOAN – KANSAS CITYAN, and TULSAN.

52-REVENUE SEAT COACHES Budd Company December 1945 – March 1946 (Built for and assigned to EL CAPITANS until 1948 then transferred to GOLDEN GATES, CHICAGOAN – KANSAS CITYAN, and TULSAN)

3151 – 3166

Pullman Standard delivered another order for 34 of the 44 revenue seat Leg Rest Coaches to the Santa Fe between March and July, 1950. These cars were assigned to the EL CAPITAN pool and took the pressure off of the TEXAS CHIEF as well. The arrival of these cars allowed the Santa Fe to introduce a new overnight CHIEF the KANSAS CITY CHIEF between Chicago and Kansas City in each direction nightly. The new KANSAS CITY CHIEF was inaugurated on April 12, 1950 with departure from both terminals scheduled for 10:00 PM and arrival in opposite terminals at 8:00 AM the next morning. The new KANSAS CITY CHIEF was primarily a business men’s train permitting a full days business in each terminal city followed by a leisurely dinner then it was back aboard the KANSAS CITY CHIEF for the trip home. It is said the KANSAS CITY CHIEFS filled the sleepers on weeknights, but the weekends filled the coaches. The Santa Fe assigned two 44 revenue seat leg rest coaches to the KANSAS CITY CHIEFS nightly in each direction with a third assigned to each train on Fridays and Sundays. If still more additional coach space was needed beyond that then the Santa Fe generally assigned 60 seat coaches from the SCOUT pool. Since the KANSAS CITY CHIEF operated during non-meal hours Dining cars were not a part of the consists. The Santa Fe did assign a Buffet 30 seat Lounge Car with Crew Dormitory space to each train. No new cars were constructed for the KANSAS CITY CHIEFS.

44 REVENUE SEAT LEG REST COACHES Pullman Standard March – July 1950 (Built for and assigned to the EL CAPITAN – TEXAS CHIEF – KANSAS CITY CHIEF pool)

2912 – 2945

Budd delivered the last new standard lightweight streamlined coach order for the Santa Fe in the last quarter of 1953. These cars were built for the Santa Fe railroads last new CHIEF to be inaugurated the SAN FRANCISCO CHIEF. These coaches were 48 revenue seat Leg Rest Coaches numbered 2816 – 2860. The two major competitors on the Chicago – San Francisco route were the C&NW – UP – SP route and the CB&Q – D&RGW – WP route. The former operated two premium service trains on the overland route the CITY OF SAN FRANCISCO and SAN FRANCISCO OVERLAND. The other route supported the CALIFORNIA ZEPHYR. As it would turn out the Santa Fe SAN FRANCISCO CHIEF would be the last new long distance route introduced in the United States prior to Amtrak. The route selected by the Santa Fe for the SAN FRANCISCO CHIEF was via the Southern District through Amarillo, Texas, this made the SAN FRANCISCO CHIEF the only CHIEF to ever operate by the southern district. Santa Fe’s chosen route for the SAN FRANCISCO CHIEF was three miles less than the CALIFORNIA ZEPHYRS but substantially longer than the CITY OF SAN FRANCISCOS route. The end point to end point timing of the CITY OF SAN FRANCISCO was 39-3/4 hours, SAN FRANCISCO OVERLAND 48-1/4 hours, and for the CALIFORNIA ZEPHYR the timing was 50-3/4 hours. The SAN FRANCISCO CHIEF schedule was 48-1/4 hours between end points matching the time keeping of the SAN FRANCISCO OVERLAND. The route of the SAN FRANCISCO CHIEF was 2,530 miles. It wasn’t the end point to end point passengers the Santa Fe was hoping to garner but the intermediate passengers they hoped for. Clovis, New Mexico became a major switching point for the SAN FRANCISCO CHIEF with a through 52 revenue seat coach operated between Houston and Oakland carried by the SAN FRANCISCO CHIEF beyond Clovis. A number of Sleeping cars were picked up and set out along the route of the SAN FRANCISCO CHIEF. The initial consist of the SAN FRANCISCO CHIEF carried three 48 revenue seat Leg Rest Coaches between Chicago and Oakland with the 52 seat Coach from Houston added at Clovis. Christmas and the peak summer season saw additional coaches added for through service. The SAN FRANCISCO CHIEFS carried an Observation car that had been rebuilt for mid train service. This is exactly where the Santa Fe train lined the former CHIEF 1 Double Bedroom 4 Drawing Room Lounge Cars. Besides the 48 seat leg rest coaches built new for the SAN FRANCISCO CHIEF only the new Big Dome was built specifically for the SAN FRANCISCO CHIEF. Only the combined SUPER CHIEF/EL CAPITAN ridership figures exceeded the ridership figures for the SAN FRANCISCO CHIEF and it remained Santa Fe railroads second most popular train until the coming of Amtrak. The inaugural date of the SAN FRANCISCO CHIEF was June 6, 1954.

48 REVENUE SEAT LEG REST COACHES Budd Company September – December 1953 (Built for and assigned to the SAN FRANCISCO CHIEF)

2816 – 2860

The Santa Fe bought two experimental coaches from Budd to test passenger reaction with the cars being delivered in July, 1954. These two cars would change coach travel on the Santa Fe forever. These two streamlined cars instead of being 13’6” high as all other streamlined cars were stood 15’6” from top of rail to roof. The cars were double decked with the area between the trucks only a few inches above the rail. Instead of the conventional vestibule for boarding the cars featured a simple step up to the center entrance on the lower level. These Hi-Levels as the cars were called carried all water, Air Conditioning, steam heat, and brake equipment in compartments over the trucks as they could not be carried beneath the cars due to the restricted clearances. Also located on the lower level of the two cars were rest rooms, a large luggage rack and a car attendant’s room. A spiral staircase against one side of the car led from the lower level to the upper level at about the center of the car. These first two Hi-Level cars 526 and 527 had leg rest seating for 67 passengers on the upper level riding four feet higher than they would have in a conventional streamlined car. One end of each of the new Hi-Level cars had six steps leading down to a door opening to access to the end doors of conventional height lightweight streamlined cars. Car 526 had the steps and door at its forward end and car 527 had steps and door at its rear end. The other car to car access doors of these cars were at the Hi- Level and could only be accessed by Hi-Level cars. Santa Fe was anxious to test passenger reaction to the two experimental cars and assigned them to one of the EL CAPITAN trains. Reaction was most favorable except for passenger complaints about the lack of a luggage rack above the upstairs seating. Passengers were quite pleased with the smooth quiet ride provided by the Hi-Level Coaches. Even though the new Hi-Level coaches seated 67 on the upper level they offered the same amount of space per passenger as the single level 44 revenue seat leg rest coaches did. The multiple rest rooms on the lower level were welcomed by passengers who had stood in line for the single men’s and ladies rest room of previous lightweight streamlined single level cars. After all of the data was compiled from experimental cars 526 and 527 the Santa Fe placed an order with Budd for 42 new Hi-Level cars. Each new Hi-Level EL CAPITAN train set would be comprised of eleven cars with a revenue seating capacity of 496. The older fourteen car El CAPITANS had revenue seating for 392. Each of the new Hi-Level EL CAPITAN trains would carry two conventional height cars behind the power a Storage Mail Car and a Baggage 27 Crew Dormitory Car. The Crew Dormitory car would be fitted with an airfoil adapter on its roof to transition from the 13’ 6” height of the conventional streamlined car to the 15’ 6” height of the trailing Hi-Level consist. This airfoil was added to the last twelve feet of roof of the Baggage Crew Dormitory Car. The Baggage Crew Dormitory cars were remodeled to accommodate 27 Crew members from their previous Crew capacity of 21. Both of these head end cars were older cars in fact three of the Baggage Crew Dormitory cars could trace there existence to the first prewar EL CAPITANS. Trailing the Baggage Crew Dormitory Car was a Hi-Level step down Coach with steps forward to permit access for the crew to and from the Baggage Crew Dormitory Car. Seating in the new step down Hi-Level Coaches was for 68. The following two Hi-Level cars were standard Hi-Level Coaches with no step down feature at either end. These cars seated 72 on the upper level in leg rest seats. The next car in the new Hi-Level EL CAPITAN consists was an eighty seat Hi-Level dining Car. All seating was on the upper level with two condiment areas equipped with dumb waiters bringing the food from the lower level where the Kitchen, Pantry and Scullery areas were located. Passengers were not permitted on the lower level. To the rear of the Hi-Level Dining Car was the Hi-Level Lounge Car with Newsstand, Bar and 60 seats arranged for lounging in the "TOP OF THE CAP” lounge On the lower level of this car was another Bar and 28 seat Lounge named the “KACHINA COFFEE SHOP LOUNGE”. The upper level “TOP OF THE CAP” Lounge was fitted with curved glass extending into the roof and side panes of glass as well, It looked very similar to a Big Dome without forward visibility. To the rear of the Hi-Level Lounge car was located three additional 72 seat Hi-Level Coaches and bringing up the markers was a 68 seat Hi-Level step down coach with the step down feature at the rear. The new Hi-Level EL CAPITANS began revenue service on July 15, 1956.

310L EMD F7A 1,500 hp Diesel Passenger Cab Unit

310A EMD F7B 1,500 hp Diesel Passenger Booster Unit

310B EMD F7B 1,500 hp Diesel Passenger Booster Unit

310C EMD F7A 1,500 hp Diesel Passenger Cab Unit

3604 Baggage Storage Mail Car

3477 Baggage 27 Crew Dormitory car with roof mounted airfoil

528 Hi-Level forward Step Down 68 revenue seat Leg Rest Coach

700 Hi-Level 72 Revenue seat Leg Rest Coach

701 Hi-Level 72 Revenue seat Leg Rest Coach

650 Hi-Level 80 seat Dining Car with Kitchen Pantry Lower Level

575 Hi-Level “TOP OF THE CAP” Newsstand Bar 60 seat Lounge Lower Level “KACHINA COFFEE SHOP LOUNGE” Buffet 28 seat Lounge Car

702 Hi-Level 72 Revenue seat Leg Rest Coach

703 Hi-Level 72 Revenue seat Leg Rest Coach

704 Hi-Level 72 Revenue seat Leg Rest Coach

529 Hi-Level Rear Step Down 68 Revenue seat Leg Rest Coach

67 REVENUE SEAT LEG REST HI-LEVEL STEP DOWN COACHES Budd Company July 1954 (Built for experimental trials for EL CAPITAN assignment)

526 527

68 REVENUE SEAT LEG REST HI-LEVEL STEP DOWN COACHES Budd Company January – February 1956 (Built for and assigned to Hi-Level EL CAPITANS)

527 – 537

60 SEAT HI-LEVEL “TOP OF THE CAP” LOUNGE WITH “KACHINA” COFFEE SHOP CARS SEATING 28 ON LOWER LEVEL Budd Company May – June 1956 (Built for and assigned to Hi-Level EL CAPITANS)

575 – 580

80 SEAT HI-LEVEL DINING CARS WITH KITCHEN – PANTRY LOWER LEVEL Budd Company June – July 1956 (Built for and assigned to Hi-Level EL CAPITANS)

650 – 655

72 REVENUE SEAT HI-LEVEL LEG REST COACHES Budd Company January – April 1956 (Built for and assigned to Hi-Level EL CAPITANS)

700 – 724

BAGGAGE 27 CREW DORMITORY CARS EQUIPPED WITH ADAPTOR TO HI-LEVELS Pullman Standard August – September 1947 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3477 – 3479

BAGGAGE 27 CREW DORMITORY CARS EQUIPPED WITH ADAPTOR TO HI-LEVELS Budd Company January 1938 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3480 3481

BAGGAGE 27 CREW DORMITORY CAR EQUIPPED WITH ADAPTOR TO HI-LEVELS Budd Company March 1940 Fitted with Adapter to Hi-Levels in 1956 (Assigned to Hi-Level EL CAPITANS)

3482

The Santa Fe returned to Budd in 1963 for additional Hi-Levels and this was the final order for these cars. In this order for Hi-Levels the Santa Fe purchased two types of cars twelve 68 Revenue seat Leg Rest Step Down Coaches 538-549 the same as the earlier ones and twelve of a new type Hi-Level Coach the Convertible Car 725-736. This car was delivered in 72 seat Hi-Level configuration but were able to be easily converted to a Step Down Cars if necessary. With the addition of these cars to the EL CAPITANS many of the earlier Hi-Levels were transferred to the San FRANCISCO CHIEF replacing that trains single level coaches. In summer months the SAN FRANCISCO CHIEFS generally carried a Hi-Level Step Down Coach with step down forward, two standard 72 seat Hi-Level Coaches, another Hi-Level 68 seat step Down Coach with step Down Rear. These four cars were train lined ahead of the Big Dome Lounge car in the SAN FRANCISCO CHIEF. This led many people to mistake the SAN FRANCISCO CHIEF with the combined EL CAPITAN/SUPER CHIEF later in its career. The Hi-Level Coaches operated in the SAN FRANCISCO CHIEFS proved just as popular with passengers of this train as they had in the EL CAPITANS. You may have wondered why the Santa Fe carried a step down coach on the rear of the Hi-Level EL CAPITAN trains when no standard height cars were carried on the rear initially. That question was answered January 12, 1958 when the SUPER CHIEF was combined with the EL CAPITAN operating on the rear of the EL CAPITAN. Passengers were never permitted access from one train to the other and each carried their own Dining and Lounge cars. This would become the standard operating procedure for the two trains in the off season of travel. At Christmas and during the busy summer travel season the SUPER CHIEF and EL CAPITAN operated separately.

68 REVENUE SEAT LEG REST STEP DOWN HI-LEVEL COACHES Budd Company December 1963 – January 1964 (Built for and assigned to EL CAPITAN – SAN FRANCISCO CHIEF pool)

538 – 549

72 REVENUE SEAT LEG REST CONVERTIBLE COACHES Budd Company March – May 1964 (Built for and assigned to EL CAPITAN – SAN FRANCISCO CHIEF pool)

725 – 736

The Santa Fe like many other railroads in the late 1950s and early 1960s were in need of additional Coach capacity. In the Santa Fe’s case the simplest solution to the coach shortage was to convert streamlined Observations and prewar sleeping cars to Coaches. In total the Santa Fe would have forty cars rebuilt to leg rest seat Coaches. Twenty-five of these were converted to 48 leg rest seat coaches and renumbered 2791-2815, and fifteen were converted to 44 leg rest seat Coaches and renumbered 2946 - 2960. Cars that were formerly named were sleepers or sleeper lounge observations and those that were numbered only were Coach Observations or Parlor Observations converted to straight Coaches. The date is the month and year the rebuilding to coaches took place. Former name or number is next with type of car as built , builder, and date built and first train assignment after delivery.

MAY 1960

2811 originally AT&SF CHIMAYO 17-RMT Pullman Standard July 1938 (SUPER CHIEF)

JUNE 1960

2804 originally AT&SF CHACO 17- RMT Pullman Standard January – February 1938 (CHIEF)

2806 originally AT&SF MAITO 17-RMT P/S January – February 1938 (CHIEF)

2807 originally AT&SF OTOWI 17- RMT Pullman Standard January – February 1938 (CHIEF)

2808 originally AT&SF TONTO 17-RMT Pullman Standard January – February 1938 (CHIEF)

2810 originally AT&SF PARIA 17-RMT Pullman Standard January – February 1938 (CHIEF)

2814 originally AT&SF CHUSKA 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2815 originally AT&SF BILTABITO 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2950 originally AT&SF DINNEBITO 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2951 originally AT&SF GANADO 14-SEC Pullman Standard December 1937 – January, 1938 (CHIEF)

JULY 1960

2805 originally AT&SF CHINLE 17-RMT Pullman Standard January – February 1938 (CHIEF)

2809 originally AT&SF TUBA 17-RMT Pullman Standard January – February 1938 (CHIEF)

2813 originally AT&SF CHAISTLA 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2952 originally AT&SF HAKATAI 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2954 originally AT&SF HOSKINNINI 14-SEC Pullman Standard December 1937 – January 1938 (CHIEF)

2955 originally AT&SF HOTAUTA 14-SEC Pullman Standard December,
1937 – January, 1938 (CHIEF)

AUGUST 1960

2812 originally AT&SF BETAHTAKIN 1-DBR 4 DR Lounge Observation Pullman Standard January – February 1938 (CHIEF)

2953 originally AT&SF HAVASU 14-SEC Pullman Standard December 1937 -–January, 1938 (CHIEF)

NOVEMBER 1960

2947 originally AT&SF 3199 Coach Observation Budd Company January 1938
(EL CAPITAN)

DECEMBER 1960

2946 originally AT&SF 3198 Coach Observation Budd Company January 1938
(EL CAPITAN)

2948 originally AT&SF 3241 Parlor Observation Budd Company March 1938
(CHICAGOAN – KANSAS CITYAN)

2949 originally AT&SF 3242 Parlor Observation Budd Company March 1938
(CHICAGOAN – KANSAS CITYAN)

APRIL 1961

2956 originally AT&SF TAOS 8-SEC 2 CPT 1 DR Budd Company April 1937 (SUPER CHIEF)

MAY 1962

2791 originally AT&SF 3246 Coach Observation Pullman Standard September – October, 1947
(EL CAPITAN)

2792 originally AT&SF 3247 Coach Observation Pullman Standard September – October 1947
(EL CAPITAN)

2793 originally AT&SF 3248 Coach Observation Pullman Standard September – October 1947
(EL CAPITAN)

JUNE 1962

2794 originally AT&SF SHANTO 8-SEC 2 DBR 2 CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2796 originally AT&SF SALAHKAI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2799 originally AT&SF TOREVA 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2800 originally AT&SF TYUONYI 8-SEC 2-DBR 2-CPT Pullman Standard June – July 1938 (SUPER CHIEF)

2802 originally AT&SF YAMPAI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

JULY 1962

2795 originally AT&SF TOADLENA 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January, 1938 (CHIEF)

2797 originally AT&SF TONALEA 8-SEC 2-DBR 2-CPT Pullman Standard December, 1937 – January 1938 (CHIEF)

2798 ex AT&SF VISTA PLAINS originally AT&SF COCONINO 1-DBR 4-DR Lounge Observation Pullman Standard January – February 1938 (Prewar CHIEF – postwar SUPER CHIEF)

AUGUST 1962

2801 originally AT&SF WUPATKI 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January 1938 (CHIEF)

2803 originally AT&SF SEGATAO 8-SEC 2-DBR 2-CPT Pullman Standard December 1937 – January, 1938 (CHIEF)

2957 originally AT&SF 3240 Parlor Observation Budd Company February 1938
(SAN DIEGAN)

2959 originally AT&SF 3244 Coach Observation Budd Company June 1938
(GOLDEN GATE)

SEPTEMBER 1962

2958 originally AT&SF 3243 Coach Observation Budd Company June 1938 (GOLDEN GATE)

OCTOBER 1962

2960 originally AT&SF 3245 Coach Observation Budd Company May 1941 (SAN DIEGAN)

The Santa Fe’s fleet of well maintained coaches were sold off to Amtrak and several eastern roads for commuter service while yet others went to the scrappers torch. The Santa Fe will be remembered as one railroad that put a best foot forward when it came to treatment of passengers not only first class passengers but the coach passenger as well.

TTFN AL

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #7

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

Delaware & Hudson (D&H)

Headquarters: Albany, NY

Route mileage in 1950: 765 – 2000: 1,381

Locomotives in 1963: Diesels – 153

Rolling stock in 1963: Freight cars – 9,394 Passenger cars – 55

Principal lines in 1950:

Albany-Troy-Mechanicville, NY – Montreal, QC (Napierville Junction Railway trackage Rouses Point, NY-Montreal)
Binghamton-Oswego, NY (Erie trackage)
Nineveh, NY-Wilkes Barre, PA
Hudson-Buttonwood Yard, PA
Delanson-Mechanicville, NY
Schenectady-Balston Spa, NY
Saratoga Springs-Tahawus, NY (U.S. Government trackage North Creek-Tahawus)
Troy-Castleton, VT (B&M trackage Troy-Eagle Bridge, NY)
Whitehall, NY-Rutland, VT
Plattsburg-Lyon Mountain, NY
Plattsburg-Ausable Forks, NY
Fort Ticonderoga-Ticonderoga, NY
Oneonta-Cooperstown, NY
Cobleskill-Cherry Valley, NY

Using CONRAIL trackage in 1976:

Oswego-Buffalo & Niagara Falls, NY
Wilkes Barre-Harrisburg,PA-Washington, DC
Scranton-Allentown, PA-Newark, NJ
Allentown-Philadelphia

Passenger trains of note:

Laurentian (New York-Albany-Montreal)
Montreal Limited (New York-Albany-Montreal)

Of note:
All cars south of Albany handled by NYC.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Delaware
&
Hudson
(D&H)
Streamlined Dome Cars
By Al

For a period during the 1970’s the Delaware & Hudson leased two CP SKYLINE Scenic Domes for service in the LAURENTIAN between Albany and Montreal. These domes provided coach seating as well as food and beverage service. The two leased cars were CP 500 numbered and named 35 WILLSBORO POINT for its D&H service and CP 507 numbered and named 36 BLUFF POINT for D&H service. The cars were not allowed to operate south of Albany due to height restrictions in place going to Grand Central Terminal New York City. The cars were returned to VIA Rail Canada for HEP conversion and extensive rebuilding for the Canadian Government carrier. See VIA RAIL Canada chapter for further details of these cars after transfer from CP Rail ownership to Canada's National passenger carrier.

TTFN Al

[siberianmo]

G'day!

Always thought that next to the Santa Fe's warbonnets, the D&H livery was terrific!

Check this out Al


D&H ALCO PA1 #19, Windsor Station, Montreal, Canada (foto credit: Gary Overfield)


Later! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hiya Tom & Al

Love that D&H - used to watch 'em upstate and just was enthralled with those ALCOs and the great colors - nice choice! [tup]


D&H #500 or 507 (from: www.trainweb.org - photo credit: Robert Staples)



Until the next time!

Lars

[siberianmo]

G'day!

Time for another . . . .

D&H ALCO PA1 #18 (copyright: Corel Corp.)


Beautiful machine! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

My last for this day . . .

D&H #1205, a Baldwin Model RF-16 locomotive, pauses next to a D&H ALCO PA unit.
(courtesy: www.trainweb.com)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Good Evening all my final for the day.

DELAWARE
&
HUDSON
(D&H)
Streamlined Dining and Lounge Cars
by Al


The D&H operated their New York-Montreal trains throughout most of the streamline era using equipment from the NYC over whose tracks their trains operated on between New York and Albany.
When the NYC was unloading passenger cars and shedding routes the D&H decided it was time to look at operating the trains with their own equipment. The D&H purchased twelve used cars from the D&RGW in October 1967 for this purpose. Three of the cars purchased were food and beverage service cars.
These cars were the former D&RGW 1280 MT. TIMPANOGOS and 1281 JAMES PEAK operated in the PROSPECTOR until that train was discontinued. These cars featured an interior with 22-seat dining area at one end with mid car kitchen-bar and 17-seat lounge at the other end. The D&H added new carpeting to the cars and repainted the interiors. Outside the cars were painted in the D&H Blue and yellow. The two cars were assigned D&H numbers and names 41 SARATOGA INN and 42 ADIRONDACK LODGE respectively. These two cars were assigned one each to the LAURENTIAN consists.
The third food and beverage car purchased used from the D&H was their 1290 CASTLE GATE. The interior of this car featured an 8-seat Lunch Counter and serpentine lounge seating occupied the remainder of the car next to the service bar. This seating accommodated 38. This car was operated in the Rio Grande ROYAL GORGE until that train was discontinued. After repainting this car it was numbered and named 43 CHAMPLAIN by the D&H and operated as a spare for the other two.
These were the only three streamlined food and beverage service cars owned by the D&H.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #9

Here’s another Passenger RR Fallen Flag from The Official Guide of the Railways – Aug 1956:



Missouri – Kansas – Texas Railroad (MKT – KATY Lines)


On hand reference material does not provide a detailed equipment listing, however there are some items of interest:

Headquarters: St. Louis, MO

Passenger trains of note: Katy Flyer – The Bluebonnet – Texas Special

Slogans: The KATY Railroad – Natural Route Southwest.

….. Only ONE COUPON is required for passage between any two points on MISSOURI – KANSAS – TEXAS LINES.

….. “Texas Special Route – Frisco – M-K-T Lines” from St. Louis to Dallas, Fort Worth, Wichita Falls, Waco, Temple, Austin, San Antonio, Houston and Intermediate points.

….. Specify Katy’s New Fast Service – 17 hours – Kansas City to Dallas - Fort Worth. Second Morning Delivery from Chicago Via C.B.&Q. – Kansas City – M.K.T.

Advertisements: Route ‘em Katy Southwest

….. On The Famous Streamlined Texas Special

Luxury sleeping car and coach accommodations, nationally famous diner meals please every taste, every budget. Friendly, attentive service in an atmosphere of restful comfort. Through sleeping cars to and from Chicago, New York, Washington and the Metropolitan East, via the St. Louis gateway.

Daily between St. Louis and San Antonio.

….. On The De Lux Texas Bluebonnet

Bedroom and Section accommodations available between Kansas City, Forth Worth, Dallas and San Antonio. Roomettes between Kansas City and Dallas; Diner-lounge car … traditionally superb Bluebonnet diner meals. Dallas and Fort Worth passengers particularly appreciate the “just right” overnight Bluebonnet schedule. You retire at your usual bedtime, arrive refreshed and rested

Short line between Kansas City and the principal cities of Texas (daily).

Famous Meals a feature of Katy Dining Car Service!

Breakfast .75 to $1.75

Luncheon $1.20 to $2.50

Dinner $1.20 to $5.50

Know Your Pullmans

All regularly assigned sleeping cars on Katy-Lines are numbered. Car 16, for example is invariably a 14 Roomette, 4 bedroom cars, operating on the Texas Special between St. Louis and Dallas. Reservations are made accordingly.

On these pages sleeping car numbers are featured for your guidance. It is a good idea to check your reservations to be sure your space has been properly assigned.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

There is not much out teir on the MKT Streamlined Passengercars so will start with the Sleeping Cars.

MISSOURI
KANSAS
TEXAS
Streamlined Sleeping Cars
by Al

The MKT owned a total of eight lightweight streamlined sleeping cars. All were delivered between January and June 1948 for operation in the new lightweight streamlined diesel powered TEXAS SPECIAL. Initially two lightweight streamlined consists were built for the postwar TEXAS SPECIAL one owned by the KATY the owned by the FRISCO. Originally the KATY alone operated the TEXAS SPECIAL between St. Louis and Dallas-Fort Worth-San Antonio beginning April 15, 1915. On March 4, 1917 the TEXAS SPECIAL became a jointly owned and operated train of the KATY and FRISCO. The TEXAS SPECIAL operated over the FRISCO between St. Louis and Vinita, Oklahoma and KATY for the remainder of the trip. A total of sixteen sleeping cars were purchased for the postwar lightweight streamlined TEXAS SPECIALS, eight KATY owned and eight FRISCO owned. The PRR PENN TEXAS forwarded TEXAS SPECIAL through sleeping cars to New York from St. Louis. The B&O forwarded through TEXAS SPECIAL sleeping cars to Washington, D.C. from St. Louis in the NATIONAL LIMITED.

14 ROOMETTE 4 DOUBLE BEDROOM SLEEPING CARS Pullman Standard January - June 1948 Plan: 4153 Lot: 6769 (Built for and assigned to TEXAS SPECIAL)

M-K-T

1500 JAMES W. FANNIN

1501 BENJAMIN R. MILAM

1502 WILLIAM B. TRAVIS

1503 DAVID CROCKETT

1504 JAMES BOWIE

1505 JAMES B. BONHAM

1506 AMON B. KING

SL-SF

1450 PIERRE LACLEDE

1451 THOMAS HART BENTON

1452 HENRY SHAW

1453 FRANCIS P. BLAIR

1454 AUGUSTE CHOTEAU

1455 GEORGE G. VEST

1456 EUGENE FIELD

2 DOUBLE BEDROOM 1 DRAWING ROOM BUFFET 26 SEAT LOUNGE OBSERVATIONS Pullman Standard May-1948 Plan: 4121 Lot: 6769 (Built for and assigned to TEXAS SPECIAL)

M-K-T

1400 STEPHEN F.AUSTIN

SL-SF

1350 JOSEPH PULITZER

The M-K-T and SL-SF soon discovered that two consists were insufficient if the trains were late arriving particularly in San Antonio. The two operating roads decided a third TEXAS SPECIAL consist was necessary to maintain daily service in both directions. The solution required the addition of four heavyweight cars to the TEXAS SPECIAL pool. Three of these cars were provided by the KATY a Baggage 30' Railway Post Office Car 229 ALBERT MARTIN, 36 Seat Dining Car 434 WILLIAM WARD, and a 39 seat Shower Buffet Lounge Solarium Observation. These three heavyweight cars were modernized and painted to match the other TEXAS SPECIAL streamlined cars complete with shadow line striping paint to match the fluted stainless steel sides of the other cars. Two heavyweight 12-1 sleeping cars were also painted for TEXAS SPECIAL service McGEORGE and McCALLSBURG both Pullman built in 1925. In 1959 the FRISCO dropped the TEXAS SPECIAL between St. Louis and Vinita and the M-K-T operated the trains as a Kansas City - San Antonio train running on M-K-T tracks all the way. In 1964 the TEXAS SPECIAL became a Kansas City - Dallas train and was discontinued all together in 1965.

TTFN Al

[LoveDomes]

G'day Tom 'n Al

Here's something I found that goes along well with today's "theme!"

MKT EMD E7 #101 (courtesy: KATY RR Historical Society)



Until the next time!

Lars

[siberianmo]

G'day!


Nice foto, Lars! and of course good stuff from Al too! [tup][tup][tup]

Check this one out . . .


MKT sleeper-lounge-obs (www.trainweb.org)//



Later! [tup]

Tom[4:-)] [oX)]

[BudKarr]

Hello Captain Tom

I am in my "cheerleading" mode today . . . just have not had the free time to spend in the Ether. [tdn]

Some fine postings these past several days and I have enjoyed the information provided. Definitely believe that Santa Fe and D&H had the best looking paint schemes! [tup]

Am rather ignorant regarding the MKT - as I am with most railroads!! Anyway, it is a good educational tool and I wonder aloud how many taking advantage of all your hard work - Tom & Al - will take the time to thank you for your efforts[?] I think we already know the answer to that! <groan>

Nice photos from the past few days, Lars & Tom!

Just left a lengthy posting over at the bar for "Toy & Model Trains Day!" [tup]

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

[artpeterson]

Thanks for the MKT postings, one and all! Nice shot of the streamlined obs trailing that consist, too!

[passengerfan]

A Little more on streamlined equipment of the MKT

MISSOURI
KANSAS
TEXAS
Streamlined Coaches
By Al

The MKT more popularly known as the KATY was a very pro passenger railway throughout the 1930s and 1940s. In fact the KATY was among the last railroads to order new heavyweight cars.
The principal passenger train operated by the KATY was the jointly owned and operated TEXAS SPECIAL between St. Louis and San Antonio daily in each direction. The TEXAS SPECIAL operated over the rails of the SL-SF between St. Louis and Vinita, Oklahoma and Katy for the remainder of the trip. The all KATY route of the TEXAS SPECIAL was discontinued on March 4, 1917 when the shorter route came into existence between the two roads. This joint operational and equipment agreement would last until 1959 when the SL-SF withdrew. Prior to the agreement each road had operated competing trains between St. Louis and Dallas the KATY TEXAS SPECIAL and FRISCO METEOR. After the agreement only the TEXAS SPECIAL operated on this route. The FRISCO METEOR became a St. Louis – Tulsa – Oklahoma City train. Both roads were anxious to streamline the TEXAS SPECIAL following WW II and with that in mind orders were placed with EMD for four E7A diesels and with Pullman Standard for 28 passenger cars. Two of the E7A units and fourteen of the streamlined Red and stainless steel streamlined cars were KATY owned. The new streamlined TEXAS SPECIAL trains operated with both coach and sleeping car accommodations. The new TEXAS SPECIAL inaugural took place on May 16, 1948 with the KATY consist departing San Antonio and the FRISCO consist departing St. Louis. The following are the two types of coaches we are concerned with in this book only the KATY cars are listed. For information on the FRISCO cars see that chapter.

56 REVENUE SEAT COACHES Pullman Standard April 1948 (Built for and assigned to TEXAS SPECIAL)

1200 EDWARD BURLESON

1201 DAVID G. BURNETT

1202 J. PINCKNEY HENDERSON

26 REVENUE SEAT COACH BUFFET 25 SEAT LOUNGE CAR Pullman Standard April 1948 (Built for and assigned to TEXAS SPECIAL)

1300 MIRABEAU B. LAMAR

The 1202 J. PINCKNEY HENDERSON was wrecked in December 1953 and scrapped. Pullman Standard built an experimental stainless steel coach in May 1954 with a seating capacity of 72. The KATY purchased the car as a replacement for the wrecked 1202 J. PINCKNEY HENDERSON, in fact the KATY assigned the same number and name to the car with an R behind the number to denote it was a replacement car 1202R J. PINCKNEY HENDERSON.
As demand for additional coach seating grew by the mid 1950s the KATY ordered 5 coaches and a coach buffet car from Pullman Standard who delivered the cars in July – August 1955. The new cars were assigned to the TEXAS SPECIALS and other KATY passenger services.

64-REVENUE SEAT COACHES Pullman Standard July – August 1955 (Built for and assigned to TEXAS SPECIAL)

1203 GARLAND

1204 PRYOR

1205 NEW BRAUNFELS

1206 McALESTER

1207 DENTON

26 REVENUE SEAT COACH BUFFET 25 SEAT LOUNGE CAR Pullman Standard July – August 1955 (Built for and assigned to TEXAS SPECIALS)

1301 TEMPLE

TTFN Al

[siberianmo]

G'day!

And another Pix . . .

MKT New Braunfels coach (www.trainweb.org)


Thanx Art for the kind words! [tup]

Tom[4:-)] [oX)]

[passengerfan]

One more streamlined car post on the MKT can't hurt.

MISSOURI
KANSAS
TEXAS
(MKT)
Streamlined Dining & Lounge Cars
by Al

The M-K-T owned but five streamlined feature cars. Four were purchased new and the fifth was a used streamlined heavyweight that came from the Illinois Central.
The first three lightweight –streamlined feature cars of the M-K-T were built for the postwar TEXAS SPECIAL operated jointly with the SL-SF between St. Louis and San Antonio. The FRISCO owned one complete set of equipment and the M-K-T owned the other. It was soon realized that a third set of equipment would be necessary for daily operation to allow for repairs and late running trains, although both railroads prided themselves in operating the TEXAS SPECIAL as close to schedule as possible. The two roads believed they had enough lightweight coaches and sleeping cars for the third train. For the feature cars in the third TEXAS SPECIAL the M-K-T and SL-SF drew from prewar heavyweight cars and modernized them for TEXAS SPECIAL service, and painted them to match the fully streamlined cars. The one heavyweight car for the third TEXAS SPECIAL to come from the SL-SF was a 9-seat Lunch Counter 14-seat coach number 1603 GLENDALE released for service in the third TEXAS SPECIAL in September 1948.
The three M-K-T cars were Baggage 30’ Railway Post Office Car 229-ALBERT MARTIN, 36-seat Dining Car 434 WILLIAM WARD and Bar 28-seat lounge 8 seat Solarium Observation 496-EDWIN W. MOORE.
The new feature cars built for the TEXAS SPECIAL and delivered to the M-K-T in April 1948 were as follows.

Conductors Desk 26-seat coach 24-seat Lounge Buffet Cars Pullman Standard April 1948 (Built for and assigned to TEXAS SPECIALS)

M-K-T

1300 MIRABEAU B. LAMAR

SL-SF

1650 STERLING PRICE

36-seat Dining Cars Pullman Standard April 1948 (Built for and assigned to TEXAS SPECIALS)
M-K-T

1100 SAM HOUSTON

SL-SF

650 ALEXANDER DONIPHAN

1-Drawing Room 2-Double Bedroom Buffet 23-seat Lounge Observations Pullman Standard May 1948 Plan 4121 Lot 6769 (Built for and assigned to TEXAS SPECIALS)

M-K-T

1400 STEPHEN F. AUSTIN

SL-SF

1350 JOSEPH PULITZER

In November 1950 the M-K-T purchased a used heavyweight streamlined 36-seat dining car from the Illinois Central that had become surplus to their needs. This car rebuilt and streamlined for the Louisville – Fulton section of the PANAMA LIMITED was numbered 4108 LOUISVILLE. When the Louisville section of the train was discontinued the M-K-T was able to purchase the car and after repainting to match the other TEXAS SPECIAL cars the car was numbered and renamed 1110 WILLIAM WARD replacing the earlier heavyweight car of this name in TEXAS SPECIAL train service.
In August 1955 the M-K-T received the last new lightweight streamlined car built for them the 1301 TEMPLE built by Pullman Standard for TEXAS SPECIAL service. This car was a duplicate of the earlier 1300 MIRABEAU B. LAMAR with Conductors desk 26-seat coach section 24-seat lounge and buffet. In 1967 this car was sold to the SP&S who rebuilt the car to a 60-seat coach before entering service on that road.

TTFN Al

[siberianmo]

Nice going Al - you've surely provided some wonderful info along the way! [tup]

See you've made it to the bar today! Awwwwwwwright! [tup]

Meanwhile, back on the Form I see the JOs are at it again! The "anonymity bunch" with the incessant 'questions, polls and nonsense.'

Go figger . . .

Tom[4:-)] [oX)]

[passengerfan]

Oh maybe just one more MKT streamliner post for this day

MISSOURI
KANSAS
TEXAS
Streamlined Observations
by Al


The MKT better known as the Katy owned a single streamlined Observation that was part of an order for two. The twin to the 1400 STEPHEN F. AUSTIN was the SL-SF owned 1350 JOSEPH PULITZER both built for the streamlined TEXAS SPECIAL of 1948 for operation between St. Louis and San Antonio. The interiors of the two Observations featured 2 Double Bedrooms 0ne Drawing Room Buffet 21 seat lounge Observations.
Between St. Louis and Vinita, Oklahoma the Frisco operated the train over their rail and from Vinita to San Antonio the Katy rails were used.

2 DOUBLE BEDROOM 1 DRAWING ROOM BUFFET 21 SEAT LOUNGE OBSERVATIONS Pullman Standard May 1948 Plan: 4121 Lot 6769 (Built for and assigned to TEXAS SPECIAL)

M-K-T

1400 STEPHEN F. AUSTIN

SL-SF

1350 JOSEPH PULITZER

It was soon discovered that that two consists was not enough and a third heavyweight consist was added to the TEXAS SPECIAL. The Sleeping cars and Coaches were streamlined only the feature and head end cars were heavyweights. These heavyweight cars were painted to match the streamlined TEXAS SPECIAL cars complete with shadow line striping to simulate the fluted stainless steel sides of the lightweight streamlined cars.
When the SL-SF discontinued the TEXAS SPECIAL between St. Louis and Vinita in 1959 the TEXAS SPECIAL became strictly a KATY operation between Kansas City and San Antonio using the heavyweight and lightweight cars of the M-K-T only.
In 1964 the southern terminal of the TEXAS SPECIAL was cut back to Dallas and a year later in 1965 the TEXAS SPECIAL was discontinued all together.
The KATY owned streamlined Observation from the TEXAS SPECIAL the 1400 STEPHEN F. AUSTIN was sold to the KCS in 1968 for Business car use.

TTFN Al

[BudKarr]

Good Morning Captain Tom

My,my - this is a bit strange. No one "home"[?]

I just left the bar and enjoyed the "X2000" information. Here is the material I left for the guys:

QUOTE: Posted by BudKarr
Posted: 28 Oct 2005, 14:25:21

My story involves a trip between Göteborg and Stockholm, Sweden back in the mid-90s aboard the "tilt train" referred to as the X2000.

My memory is not quite as vivid as many of you out there who thrive on these kinds of recollections. I prefer rail travel, but am not what one may consider to be a rail fan nor am I a hobbyist. Mine is to use that mode for travel when it best fits into the time I have available.

X2000 provides all types of innovative approaches to passenger rail travel, many of which have since been incorporated elsewhere. For example: Automatic Train Control which can stop the train should a signal "back" not be received; Parking brakes and anti-slip devices that are electronic in operation; magnetic emergency braking that can stop a speeding train at 125 mph in about 3/4 of a mile; asynchronous traction motors used to power the car's four axles; and of course the "tilt" mechanism that kicks in when rounding curves.

The consist we had that particular run featured the locomotive and I believe 5 or 6 cars, each with specific interior designs and purposes. I traveled in First Class in the 2nd car back from the locomotive - I think.

I recall the cars being "done" rather fashionably, although a bit on the "plastic" side - sterile might be a better word. Some passengers appeared to be a bit uncomfortable with the motion of the car, causing a feeling of "sea sickness." Fortunately, no one found a reason to experience projectile vomiting in the car I traveled in!

My recollection is that I had no dificulty navigating the passageways heading to and from other cars, asI visited the bar car a few times to sample the Swedish brew and other delights. I could have waited for the on board Hostess, but wanted to stretch my legs during that just a bit under 4 hour journey.

I do not wi***o make comparisons with other trains, such as the French TGV or German ICE, etc. The X2000 is a distinctive engineering accomplishment and stands alone in my mind as worth the expense of time and money.

The Swedish countryside seemed to zip by and as I had read from someone's Post elsewhere - looking from the window was as is a slide show was taking place. They advertised the speeds in excess of 100 mph, perhaps even 125. All I can report is that we were moving and moving quite well. The ride was fine and stops minimal.

Today, as I understand it, the X2000 runs link most of Sweden's major cities. I travel to that part of the world rather frequently, but have not availed myself of a repeat train trip. Next time, I plan to.

Bk in beautiful Alberta, Canada’s high mountain country!

[siberianmo]

G'day!

No real "theme" established - UNLESS we pursue the X2000!! and trains of Sweden. Why not[?] [swg]


Sweden: X2000 (SJ AB) (Wikimedia Commons)



Later! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

G'day Tom!

I've never seen so many JOs all out at once! [tdn] The forum is inundated!!

Ah, but on your two threads, we enjoy the Classics! [tup]

My contribution to today's "theme!"


Sweden X2000 (SJ AB) (photo credit: unknown)



Until the next time!

Lars

[siberianmo]

G'day!

Been awhile - here's another X2000 Pix!


Sweden X2000 (SJ AB) Sundsval (foto credit: [e-mail])



Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Good Afternoon Guess I'll just add this to complete the MKT.

MISSOURI
KANSAS
TEXAS
Streamlined Head End Car
by Al


The KATY owned a single lightweight streamlined head end car 1000 ANSON B. JONES. The 1000 ANSON B. JONES was a Baggage 30’ railway Post Office Car built for the KATY consist of the streamlined TEXAS SPECIAL and was completed by Pullman Standard in April 1948. The FRISCO owned an identical car for their TEXAS SPECIAL consist numbered and named 250 ROCK HILL delivered at the same time.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard April 1948 (Built for and assigned to the TEXAS SPECIALS)

KATY
1000 ANSON B. JONES

FRISCO
250 ROCK HILL

Due to the rapid turn around time required in San Antonio and St. Louis a third TEXAS SPECIAL was added using modernized heavyweight cars and lightweight streamlined sleeping cars. The head end car modernized and painted for TEXAS SPECIAL service was Baggage 30’ Railway Post Office Car 229 ALBERT MARTIN. This car modernization and entry into TEXAS SPECIAL service took place in September 1948.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #10

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

Canadian National Railways (passenger operations)



Headquarters: Montreal, Quebec

Mileage as of 1955: 24,220

Locomotives as of 1963:

Steam: 0
Diesel: 2,125
Electric: 27

Rolling stock in 1963: Freight cars– 105,177 Passenger cars: 2,808

Principal routes in 1955:

Halifax, NS-Montreal, QC (two routes)
Halifax-Sydney, NS
St. John’s-Port aux Basques, NL (42” gauge)
Montreal-Portland, ME (via subsidiary Grand Trunk Railway in U.S.)
Montreal-New London, CT (via subsidiary Central Vermont in U.S.)
Quebec City-Montreal-Toronto-Windsor & Sarnia, ON-Detroit, MI & Chicago (via subsidiary GTW in U.S.)
Toronto-North Bay, ON
Toronto-Niagara Falls, ON
Quebec City-Winnipeg, MB
Montreal-Winnipeg
Winnipeg-Churchill, MB
Winnipeg-Duluth, MN (via subsidiary Duluth, Winnipeg & Pacific in U.S.)
Winnipeg-Vancouver, BC
Winnipeg-Regina, SK
Saskatoon, SK-Calgary, AB
Calgary-Edmonton, AB
Jasper, AB-Prince Rupert, BC

Passenger trains of note in 1955:

Super Continental (Montreal & Toronto-Vancouver)
Continental Limited (Montreal & Toronto-Vancouver)
Ocean Limited (Montreal-Halifax)
Scotian (Montreal-Halifax)
Caribou (St. John’s-Port aux Basques)
International Limited (Montreal-Toronto-Chicago)
Inter-City Limited (Montreal-Toronto-Detroit & Chicago)
Northland (Toronto-North Bay & Timmins & Kapuskasing, ON)
Maple Leaf (Toronto-Philadelphia & New York City)
Montrealer & Washingtonian (Montreal-New York City-Washington, DC)
Ambassador (Montreal-Boston)
Gull (Boston-Portland, ME-Saint John, NB-Halifax)

Of note:
Montreal & Toronto-Chicago route with GTW Detroit & Port Huron-Chicago.
Toronto-Philadelphia & New York route with Lehigh Valley, Niagara Falls, NY-New York City.
Montreal-New York City & Boston & Washington route with CV, B&M, NH and PRR.
Halifax-Boston route with CP, Maine Central and B&M.
Toronto-Timmins & Kapuskasing route with Ontario Northland Railway.

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #53

Here’s something to enjoy regarding the Canadian National Railways (CNR) from a 1949 advertisement in my personal collection.



one of Canada’s 10 most popular VACATIONS

ENJOY the best that Canada offers. Play in the mountain-and-sea setting of the glorious West Coast (Vancouver harbor) or see the sights of her Eastern Cities: Toronto, Ottawa, Montreal, Quebec, Halifax . . . You go in comfort by Canadian National, the railway to everywhere in Canada.

”East or West, we’ll show you
CANADA’s BEST!”

EXPLORE the snug harbors, the historic towns, the “picture places” of Canada’s Maritime Provinces (Lunenburg, Nova Scotia). The Ocean Limited, the International Limited and other Canadian National “name trains give easy access to all Eastern Canada.

BE THE GUEST of the largest railway system in North America . . . traveling happy-go-lazy to choice vacation areas . . . stopping at Canadian National resorts and big city hotels of distinction. To California and anywhere West, to New York and anywhere East, go Canadian National. “We’ll tell you where and take you there!”


CANADIAN NATIONAL

THE RAILWAY TO EVERYWHERE IN CANADA


Enjoy!

Tom [4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[BudKarr]

Good Day Captain Tom

Quite an interesting railway and it spans much of the continent. Thought the map would depict it far better than I . . . .

CN system map


See you over at the bar.


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

[LoveDomes]

Hiya Tom

What's the deal - no 20 FIngers[?] Thought tomorrow was his 1st day "away"[?]

CN a mighty fine "empire" wouldn't you say[?] Never did quite like that sale of the ICG . . . but such is life in this so-called "Global economy." Just would rather keep our RRs and other vital transportation links under our own control - as should every sovereign nation.

CN "Super Continental" eastbound at Jasper (1972)
(from: www.trainweb.org) Photo: Chris Guenzler



Until the next time! [tup]

Lars

[passengerfan]

I'm here had to stay out of the wifes way while she packed. Don't know why it takes five hours to pack for four days.

CANADIAN
NATIONAL
Streamlined Head End Cars
By Al

The Canadian National Canada’s Government owned railway began purchasing semi- streamlined head end cars as early as 1936. In fact these cars except for the roof ends and the fact they rode on six-wheel trucks would otherwise have been deemed streamlined. The first four of these cars were delivered by National Steel Car to the Canadian National in October 1936. These four cars were Baggage 30’ Railway Post Office Cars 3600 – 3603. These cars were assigned to General Service on long distance trains such as the OCEAN LIMITED and CONTINENTAL LIMITED.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company October 1936 (Built for and assigned to GENERAL SERVICE)

3600 – 3603

A pair of Semi-streamlined Baggage Cars arrived from National Steel Car Co. in May 1938 numbered 4200, 4201. These two cars were part of an order for seven cars the other five were Baggage 30’ Railway Post Office cars 3404 – 3408. In fact National Steel Car Co. of Hamilton, Ontario, would construct every CN semi-streamlined and streamlined head end cars.

BAGGAGE CARS National Steel Car Company May 1938 (Built for and assigned to GENERAL SERVICE)

4200 – 4201

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company May 1938 (Built for and assigned to GENERAL SERVICE)

3404 - 3408

Canada being a British Commonwealth country entered WW II in September 1939 and right away there was restrictions placed on the types of Railway cars that could be constructed for the duration of the war. Being in desperate need of additional Baggage 30' Railway Post Office cars the Canadian Government allowed Canadian National to receive ten of these cars numbered 3609 – 3618 from National Steel Car. These cars had actually been ordered before the war broke out. These cars were identical to the previous semi-streamlined Baggage 30’ Railway Post Office Cars built to the so called Canadian Flyer design similar to those prewar cars constructed at Pullman Standards old Osgood Bradley plant in Worcester, Mass. referred to as the American Flyer cars.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company April 1940 (Built for and assigned to GENERAL SERVICE)

3609 – 3618

Badly in need of new cars following WW II the Canadian National placed orders for the car types they needed most desperately. The first head end cars delivered to the Canadian National following WW II were twelve streamlined Baggage Cars numbered 8827 – 8838. These twelve cars were assigned to general service after delivery in June – July 1948. In October – November 1948 the Canadian National received ten Baggage 30’ Railway Post Office Cars 7840 - 7849 assigning these cars to General Service.

BAGGAGE CARS National Steel Car Company June – July 1948 (Built for and assigned to GENERAL SERVICE)

8827 – 8838

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company October – November 1948 (Built for and assigned to GENERAL SERVICE)

7840 – 7849

In 1950 the CN received an order for 50 Baggage Cars numbered 8981 – 9030. This group of cars permitted many of the old truss rod Baggage cars still in use to be retired or transferred to branch line duties. These old cars had originally been built for CN predecessors and were of wood construction but later sheathed in steel, but in any case they were long overdue for retirement from mainline trains.
Another fifty Baggage Cars were received from National Steel Car between August and November 1951 numbered 9031 – 9080, and like the previous fifty from 1950 they were assigned to General service.

BAGGAGE CARS National Steel Car Company March – July 1950 (Built for and assigned to GENERAL SERVICE)

8981 – 9030

BAGGAGE CARS National Steel Car Company August – November 1951 (Built for and assigned to GENERAL SERVICE)

9031 – 9080

The Canadian National next received three orders for head end cars in 1953. The first of these was the final order for five Baggage 30’ Railway Post Office Cars numbered 7850 – 7854. These five cars were delivered in April – May. The next 1953 order was for fifty-eight Baggage Cars numbered 9085 – 9142 delivered between May and August 1953. A follow on order for an additional twenty-nine Baggage Cars numbered 9144 – 9172 followed in August and September 1953.

BAGGAGE 30’ RAILWAY POST OFFICE CARS National Steel Car Company April – May 1953 (Built for and assigned to GENERAL SERVICE)

7850 – 7854

BAGGAGE CARS National Steel Car Company May – August 1953 (Built for and assigned to General Service)

9085 – 9142

BAGGAGE CARS National Steel Car Company August – September 1953 (Built for and assigned to GENERAL SERVICE)

9144 – 9172

Deliveries of thirty Baggage Cars per year were received by the Canadian National in both 1953 and 1954 from National Steel Car Company. In addition the CN received there only order for streamlined Baggage 60’ Railway Post Office cars in 1954, in fact these were the last RPO cars constructed for the Canadian National. These five cars 3745 – 3749 were assigned to service in trains operating between Montreal and Toronto chiefly but were also found operating as Far West as Windsor, Ontario and as Far East as Quebec City.

BAGGAGE CARS National Steel Car Company October – November 1953 (Built for and assigned to GENERAL SERVICE)

9173 – 9202

BAGGAGE 60’ RAILWAY POST OFFICE CARS National Steel Car Company April – June 1954 (Built for and assigned to trains in the Canadian Corridor)

3745 – 3749

BAGGAGE CARS National Steel Car Company October – December 1954 (Built for and assigned to GENERAL SERVICE)

9203 –9232

An order for twenty Baggage Cars numbered 9233 – 9252 arrived from National Steel Car Company in December 1955 for assignment to general service.

BAGGAGE CARS National Steel Car Company December 1955 (Built for and assigned to GENERAL SERVICE)

9233 – 9252

An order for twenty Baggage Cars arrived in May – June 1957 for CN service numbered 9253 – 9272. As with previous cars of this type they were assigned to General service.

BAGGAGE CARS National Steel Car Company May – June 1957 (Built for and assigned to GENERAL SERVICE)

9253 – 9272

The Canadian National received a final order for Baggage Cars from National Steel Car Company in February – March 1958 numbers 9273 – 9302. These thirty cars were the last new head end cars built by National Steel Car Company.

BAGGAGE CARS National Steel Car Company February – March 1958 (Built for and assigned to GENERAL SERVICE)

9273 – 9302

TTFN Al

[siberianmo]

G'day!

Good to see ya, Al and appreciate the continuing "flow" of info here on the "Encore" Thread! [tup] We'll miss ya 'round here for the next several days . . .

Nice Pix from BK 'n Lars! . . .

A little something to bring back some memories . . .


Canada: CN Skyview Car, circa: 1965-69)(courtesy: www.trainweb.org)



Enjoy! [tup]

Tom[4:-)] [oX)]