A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Another ATSF freight . . . .


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



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Stickin' with the ATSF freights . . . . .


ATSF #3332 GP-35 (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Whoever's "out there," here's more on the ATSF . . . .

ATSF #5923 FP-45 (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

A finale for the Santa Fe!


ATSF Along Your Way (1945) (fair use)



Tom[4:-)] [oX)]

[trolleyboy]

Hey Tom, I has arrived [swg] figured that i might as well mossey over and set a spell here as well. You BK n Lars have bugged me about it often enough <grin> here's an actual passenger train shot for you. LOL



One of VIA's speacial paint jobs this ones been kicking around for a couple of years. done for CBC's 50th birthday in 2003. Shot is at Brantford station just last week.

Rob

[trolleyboy]

Okay Tom, one more for the road as it were. LOL This is another train into the Brantford station, just 10 minutes after the CBC speacial went through Toronto bound. Who says that VIA only runs elephant style on just the Canadian. Niotice it's a Budd train as well [tup][;)]



Rob

[siberianmo]

Good Morning!

[wow] Two fine shots from trolleyboy Rob! [tup][tup][tup] Another customer from the bar has found himself "attracted" to this lonely place! [swg]

Today's "Encore" is . . . .

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

PASSENGER RR FALLEN FLAG #15

Baltimore & Ohio (B&O)

Headquarters: Baltimore, MD

Mileage in 1950: 10,000

Locomotives in 1963: Diesel: 491

Rolling stock in 1963: Freight cars – 59,152 Passenger cars – 654

Principal routes in 1950:

Jersey City, NJ (New York)-Baltimore, MD-Pittsburgh, PA-Chicago
Washington, DC-Point of Rocks, MD
Cumberland, MD-Cincinnati, OH-St. Louis, MO
Detroit, MI-Toledo, OH-Cincinnati
Hamilton, OH-Beardstown, IL
Pittsburgh-Buffalo & Rochester, NY
Akron-Cleveland, OH
Midland City, OH-Columbus, OH-Pittsburgh

Passenger trains of note:

Ambassador (Baltimore-Detroit)
Capitol Limited (Jersey City-Washington-Chicago)
Cincinnatian (Detroit-Cincinnati; later, Baltimore-Washington-Cincinnati)
Columbian (Washington-Chicago)
Diplomat (Jersey City-Washington-St. Louis)
Metropolitan Special (Washington-St. Louis)
National Limited (Jersey City-Washington-St. Louis)
Royal Blue (Jersey City-Washington)
Shenandoah (Jersey City-Washington-Chicago)


Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

I am forced to go away for a few days and find I have much catching up to do. Thx

SOUTHERN
PACIFIC

TEXAS
&
NEW ORLEANS
Streamlined Head End Cars
by Al

The Southern Pacific’s first streamlined head end cars were those two built for the first DAYLIGHTS inaugurated March 21, 1937 between San Francisco and Los Angeles. The first car in each of the consists was a Baggage News stand 44 revenue seat Coach numbered 3300 or 3301 they were delivered in February – March 1937 as were the remaining twenty-two cars for the two twelve car consists.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT OACH COMBINATIONS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

3300, 3301

The Southern Pacific subsidiary T&NO received two streamlined Baggage Cars as part of an order for 16 cars to equip two 8 car trains named the SUNBEAMS. The new SUNBEAMS painted in full DAYLIGHT colors but lettered for the T&NO entered scheduled service September 19, 1937 between Dallas and Houston daily. Heavyweight Baggage 30’ Railway Post Office cars were added for the soon inaugurated second daily Dallas – Houston train the HUSTLER using the same SUNBEAM cars operating daily between Dallas and Houston.

BAGGAGE CARS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

650, 651

In December 1939 the Southern Pacific received two additional Baggage News Agents Stand 44 Revenue seat Coach combinations 3302 and 3303 from Pullman Standard as part of a large order for new cars for a new DAYLIGHT. The 3302 and 3303 were identical to the first cars of this type except for the fact they had Baggage elevators to raise the passengers luggage from train side into the cars. The new DAYLIGHTS were inaugurated on January 5, 1940 and became the MORNING DAYLIGHTS on March 40, 1940 when a second DAYLIGHT the NOON DAYLIGHT began operating. The NOON DAYLIGHTS used the older 3300 and 3301 from the first DAYLIGHT as their head end cars.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard December 1939 (Built for and assigned to DAYLIGHTS)

3302, 3303

The Southern Pacific Sacramento Shops were busy in 1941 streamlining and modernizing heavyweight head end cars for the next two Southern Pacific streamliners the LARK and the SAN JOAQUIN DAYLIGHTS. The first of the fully streamlined head end cars completed was three 70’ Baggage express cars 6083, 6084, and 6088. These were painted in the two tone Gray scheme of the LARK, since the 6084 and 6088 were the regularly assigned cars to the two LARK consists the 6083 was known as the protection car. At the same time in April 1941 the Sacramento shops streamlined two 60’ heavyweight Baggage cars squaring off the ends and fitting them with full width diaphragms. The two cars streamlined for LARK service were 4117 and 4118. A third car 4119 was held in reserve but was never streamlined only painted LARK colors. These six streamlined heavyweight head end cars for the new LARKS were completed by Sacramento Shops in April, 1941 even though the new streamlined LARKS were not inaugurated until July 10, 1941.
In June 1941 the Southern Pacific Sacramento shops were busy with 4 modernized cars for the new SAN JOAQUIN DAYLIGHTS. Each consist carried two modernized heavyweight head end cars painted in full DAYLIGHT colors. There were two Baggage Cars 6091 and 6092 and two heavyweight Baggage 30’ Railway Post Office Cars 5069 and 5070. The new SAN JOAQUIN DAYLIGHTS were inaugurated on July 4, 1941 between Oakland and Los Angeles by way of the San Joaquin Valley.
Following WW II the Southern Pacific joined the ranks of railroads awaiting new streamlined cars to equip the postwar streamlined trains needed to replace the well-worn heavyweight trains following the war.
In late 1945 the Government made a series of new American Car & Foundry built U.S. Army Hospital cars available as surplus to the railroads. These cars went to the Atlantic Coast Line, Alaska Railroad, Monon, and Southern Pacific. The Southern Pacific purchased five and rebuilt all five into streamlined Baggage 24 Crew Dormitory Cars and numbered them 3401 – 3405 in 1947 at their Sacramento shops. Two of the new Baggage 24 Crew Dormitory cars were assigned to the GOLDEN STATES between Chicago and Los Angeles numbers 3401 and 3405. These cars were painted in the GOLDEN STATE colors. The other three of these cars were painted in the two tone gray of the SP night trains and assigned to operate in the SAN FRANCISCO OVERLAND. These three cars were numbers 3402-3404.

BAGGAGE 25 CREW DORMITORY CARS

3401 originally U.S. Army Hospital car 89357

3402 originally U.S. Army Hospital Car 89891

3403 originally U.S. Army Hospital Car 89383

3404 originally U.S. Army Hospital Car 89385

3405 originally U.S. Army Hospital Car 89387

The first new Southern Pacific trains to enter service following the war were the new SHASTA DAYLIGHTS inaugurated July 10, 1949 between Portland, Oregon and Oakland, California with bus and ferry connections across the bay to San Francisco. For the new SHASTA DAYLIGHT the Southern Pacific chose smooth side steel cars without the fluted stainless steel panels attached to the smooth mild steel beneath as previous DAYLIGHT cars had been constructed. All cars were new except for the Observations, which had operated in the MORNING DAYLIGHTS. The SP ordered three Baggage 30’ Railway Post Office cars for the two consists numbers 5000 – 5002 with the 5002 held in reserve at Oakland as a spare. These cars rode on six wheel trucks and were readily recognizable as they had two baggage doors on each side besides the windows and small Railway Post Office door next to the mail crane.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

5000 - 5002

The SP received four additional streamlined head end cars in 1949 from Pullman Standard two Baggage 60’ Railway Post Office Cars 5003 and 5004, and two Baggage 25 Crew Dormitory Cars 3100 and 3101. The 5003 and 5004 were assigned to the SAN FRANCISCO OVERLAND and painted in the two-tone gray scheme of the SP night trains. The 3100 was assigned to the GOLDEN STATES and painted in the new Red and Silver scheme of that train, while identical car 3101 was painted in the Streamliner colors of the Union Pacific for assignment to the CITY OF SAN FRANCISCO.

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard August 1949 (Built for and assigned to SAN FRANCISCO OVERLAND)

5003, 5004

BAGGAGE 25 CREW DORMITORY CARS Pullman Standard September 1949 (Built for and assigned to GOLDEN STATE and CITY OF SAN FRANCISCO)

3100, 3101

The SP inaugurated a pair of new overnight CASCADES between Oakland and Portland – Seattle on August 13, 1950. These Pullman Standard built all Pullman streamliners were painted in the two-tone gray of the OVERLAND and LARK. Each consist carried a Baggage Car and a Baggage 30’ Railway Post Office Car as their head end cars. The Baggage Cars were 6600 – 6602 with one of the cars being used as a spare. They were delivered by Pullman Standard in December, 1948 and were operated in the LARKS until the CASCADES were ready. The other two head end cars were 5000 and 5001 originally built and assigned to the SHASTA DAYLIGHTS. They were transferred to the CASCADES before the new train's inaugural and sent to Sacramento shops for repainting into the two-tone gray scheme before entering the new streamlined service.

BAGGAGE CARS Pullman Standard December 1948 (Built for and assigned to CASCADE)

6600 – 6602

The SP inaugurated Budd built stainless steel SUNSET LIMITEDS on August 20, 1950. The SUNSET LIMITED required five sets of equipment for daily operation and each train set operated with two head end cars for the entire distance between Los Angeles and New Orleans. The first car was a Baggage 30’ Railway Post Office Car that rode on six wheel trucks, like similar cars built for the SP by Pullman Standard these Budd built cars had two Baggage doors on each side as well as the Railway Post office Door and windows. These cars were originally numbered 5005 – 5010 when delivered in June 1950, note there were six of these cars one was purchased as a spare. They were transferred to the T&NO Railways books in 1951 except for 5005 and renumbered TN&O 221 – 225 at that time. In 1961 the cars became SP once more and reverted to their original SP numbers 5006 – 5010. The other head end cars carried by the SUNSET LIMITED was a Baggage 28 Crew Dormitory Car, these cars were numbered 3102 – 3106. Like the other head end cars they were transferred to T&NO ownership in 1951 and numbered T&NO 300 – 304. In 1961 they reverted back to their original SP numbers and ownership 3102 - 3106.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

5005 – 5010

BAGGAGE 28 CREW DORMITORY CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

3102 – 3106

The SP received a number of prewar CITY OF SAN FRANCISCO cars when these cars and the other prewar CITY train equipment was divided between the UP, SP, and C&NW. One of the cars that became SP property was the Baggage 25 Crew Dormitory car SF-101 dating to December 1937. This car was transferred to SP ownership in November 1951 and continued in CITY OF SAN FRANCISCO service with the new SP number 3107.
The SP rebuilt the three CASCADE Baggage Cars 6600-6602 into Baggage 30’ Railway Post Office Cars at Sacramento shops as follows:

November 1951

5013 originally SP 6600

5012 originally SP 6601

September 1953

5011 originally SP 6602

In November 1954 T&NO Baggage car 650 was transferred to parent SP and renumbered second 6602. In October 1955 twin T&NO Baggage car 651 was transferred to parent SP and renumbered second 6601.
The SP transferred the two baggage cars back to T&NO ownership in September 1956 and their original T&NO numbers 650 and 651 were once again applied.
The Southern Pacific received 100 new modern Baggage Cars 6601 – 6700 from St. Louis Car Company between December 1959 and December 1960. These cars were only 66’ in length but fitted with diaphragms on the ends and were painted overall dark gray. The new Baggage Cars were assigned to General Service and all streamlined trains that required Baggage Cars except the CITY OF SAN FRANCISCO and SUNSET LIMITED operated these cars.

BAGGAGE CARS St. Louis Car Company December 1959 – December 1960 (Built for and assigned to General service)

6601 – 6700

In November 1961 T&NO Baggage Car 651 was once again transferred to parent SP and this time renumbered 6599.
In March 1962 the T&NO Baggage Car 650 was transferred to parent SP and renumbered 6598.
The SP received another 100 Baggage Cars between April and July 1962 numbered 6701 – 6800. These cars were built by Pacific Car & Foundry of Renton, Washington and resembled elongated boxcars more than standard streamlined baggage cars. At the same time these cars were being constructed at Pacific Car & Foundry new Boeing jetliners were rolling from their Renton plant just a few hundred feet away. Not all of the cars were fitted with diaphragms only those with a white star next to the baggage doors. They were painted the same dark gray as the previous baggage cars and once again were assigned to general service

BAGGAGE CARS Pacific Car & Foundry Company April – July 1962 (Built for and assigned to General Service)

6701 – 6800

One final order for head end cars came from Pullman Standard in December 1964 – January 1965. These seventeen cars were all Railway Post Office Cars with Baggage sections. Numbers 5020 – 5029 were 52’ Baggage 30’ Railway Post Office cars with double Baggage Doors on each side. These cars rode on six wheel trucks and were assigned to the CASCADE, and other trains. Car numbers 5030 – 5036 were 22’ Baggage 60’ Railway Post Office cars. These cars were assigned to the LARK and San Joaquin DAYLIGHT.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to CASCADE, ARGONAUT and General Service)

5020 – 5029

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to LARK, SAN JOAQUIN DAYLIGHT, and General service)

5030 – 5036

TTFN Al

[passengerfan]

A second SP installment for Lars and Tom.

Southern
Pacific
(SP)
Streaml;ined Dome Cars
by Al

The Southern Pacific offered some of the finest scenery in the western United States, yet was one of the most reluctant to offer domes.
Since the California Zephyr had entered service in 1949 it was often forced by track closures due to slides in the Feather River to detour over Donner Pass on the SP. This was particular true during the winter and spring. The SP would not permit the detouring train’s passengers from enjoying the scenery from the domes on those occasions as the SP was concerned about the tunnels and snow sheds over Donner doing damage to the domes. All passengers of the detouring VISTA-DOME CALIFORNIA ZEPHYRS were required to remain on the main level of the dome cars while operating on the SP.
Finally the SP reluctantly looked at domes but all existing domes from the car manufacturers were thought to be too high for the Sierra crossing.
Instead the SP chose to rebuild older lightweight streamlined cars into ¾ length domes in the roads own Sacramento shops.
The first car selected for conversion was the 2950 the first lightweight streamlined Parlor Observation built in 1937 for one of the DAYLIGHT consists. Unlike factory built domes the SP domes were not double deck cars but single deck cars with a platform built up for most of the area under the dome. This ¾ length dome covered more than just the elevated area it also covered the regular floor level lounge area of the car up to the bar.
The Dome level of the new car was five steps above the regular floor level. At the one end of the car passengers entered from the vestibule and immediately climbed the five steps to the dome level where the coach seating was located. At the other end passengers entered from the vestibule and walked around the bar and crew room located against the left side of the car then entered a lower level lounge area that seated twenty passengers. The cars dome covered this lower level lounge seating area. Passengers then climbed five steps to the upper level where an additional twenty-seat (16 in the first rebuilt dome 3600) lounge area was located. Only the 3600 operated with the crew room, thus the smaller passenger capacity. The 3600 was also only 81’ in length all other SP domes 3601 through 3606 were 84’ in length. Both of these lounge areas were served by the lower level bar located at the one end of the car. The remainder of the upper level seated thirty-eight (28 in car 3600) passengers at seats for two sixteen of these seats were angled to give passengers a better view of the passing scenery.
The SP Sacramento shops undertook a major rebuilding of this car as first the rounded observation end had to be rebuilt to a standard car end before any other work was undertaken. The SP chose to buy the dome area from Budd for this car and was the same as that company was building for the Santa Fe big domes only the height of the SP cars was lower, and the dome for the new SP car was only ten window sections long compared to the twelve of the AT&SF cars. Another difference being the SP cars offered more skyward viewing as they offered two panels of glass, one on the side the other forming part of the roof. All future SP Sacramento shop built domes provided twelve panels of glass in their length. The new SP dome car was numbered 3600 when completed by Sacramento shops July 21, 1954 in full daylight colors. This car was assigned to one of the SAN JOAQUIN DAYLIGHT consists.
On March 18, 1955 the second dome 3601 was completed by Sacramento shops rebuilt from the former T&NO parlor car 700. This car numbered 3601 was repainted in the yellow streamliner scheme of the SAN FRANCISCO OVERLAND. This car was rebuilt from lightweight Streamlined T&NO 700 a parlor car originally assigned to the SUNBEAM and HUSTLER between Dallas and Houston.
The 3602 rolled out of Sacramento shops March 31, 1955 for assignment to the SAN FRANCISCO OVERLAND. Sacramento shops rebuilt the 3602 from former SP Lunch Counter Tavern Lounge car 10311. Two additional domes 3603 and 3604 were rebuilt from former SP lunch counter-Tavern lounge car 10310 and SP parlor car 3000 respectively. The 3603 was completed by Sacramento shops April 22, 1955 and 3604 was completed April 29, 1955, in streamliner colors for assignment to the SAN FRANCISCO OVERLAND between Oakland and Ogden. The 3604 was painted in full daylight colors and assigned to the other SAN JOAQUIN DAYLIGHT consist.
The next dome car completed by Sacramento shops was 3605 rolled out May 16, 1955 in full daylight colors for assignment to one of the SHASTA DAYLIGHT consists. This car was rebuilt from SP Tavern Lounge car 10312.
The 3606 rebuilt from T&NO Dining Lounge Observation 950 and painted in daylight colors for assignment to the SHASTA DAYLIGHT was completed June 1, 1955. They replaced the Timberline tavern lounge cars in these trains. The 3605 and 3606 were completed with lounge type seating throughout both levels of the dome for 74-passengers.
The three cars originally assigned to the SAN FRANCISCO OVERLAND were reassigned to the CITY OF SAN FRANCISCO beginning September 25, 1960.
The former SHASTA DAYLIGHT domes were eventually assigned to the COAST DAYLIGHT and were serviced at Oakland as before by operating in the SAN JOAQUIN DAYLIGHTS from Los Angeles to Oakland when they were due for service. All other minor work was performed on the cars at Los Angeles or San Francisco if necessary.
The height of the SP domes was only 15’ 2” only 20” higher than standard height streamlined cars. Although due to their lower height they offered poor forward visibility, the cars otherwise were among the best of the domes. The railroad referred to the domes as terrace lounge cars in early company literature. But this name never caught on with the public who referred to the cars simply as domes.
A diesel generator and high capacity air conditioning equipment to cool the large expanse of the cars under glass occupied the space beneath the dome area of the SP domes. The SP repainted all seven of these dome cars silver with the red stripe in the 1960’s.
All seven cars were sold to Amtrak in 1971. For further details of these cars see the Amtrak chapter.

TTFN Al

[trolleyboy]

Morning gents,loks as though mister Al is in fine form this morning [tup] good stuff. [tup]Here's some Classic CN passenger power for you this morning.

enjoy Rob



Shot in the 70's on excusion service,in Niagara Falls On. 6060 is still running excursion trains out calgary way.

[trolleyboy]

One more for the road as they say. A Classic advertisement for your purusal.

[trolleyboy]

Okay here's another Classic CN passenger power shot(s) for you. This is the last remaining CNR Hudson as preserved ( non-operable ) at the Elgin County Rail Museum in St Thomas Ontario. It is #'d 5700 ,as the class unit however it's actually 5703 as even though the real 5700 was to have been preserved the reclaimation yard boys cut up 5700 by mistake. Soooo 5703 assumed it's sisters identity.



5703 in front of tthe museum in 2000's iron horse days weekend show. The locomotive is store inside the building and only ventures ouitside occationally




Close up of 5703's tender

enjoy Rob

[pwolfe]

Hi Folks

A couple of pics of British Railways last express steam locomotive to be built in 1954





Taken at Carlisle England last fall.
Pete.

[passengerfan]

Will Follow Robs lead on the CN today.

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

[pwolfe]

Hi Folks.

Mystic station Conn.


Kingston station R.I.


Click to enlarge.
Pete.

[pwolfe]

Hi Folks.

Mystic station Conn.


Kingston station R.I.


Click to enlarge.
Pete.

[pwolfe]

Hi Folks.

Mystic station Conn.


Kingston station R.I.


Click to enlarge.
Pete.

[siberianmo]

G'day!

Coming to you from Toronto (Brantford) Ontario, Canada . . .

Many THANX to Rob - Al 'n Pete for keeping this THREAD "up on the Page!!) [tup][tup][tup]

Continuing with ENCOREs - here's another . . . .


ENCORE! ENCORE! ENCORE! ENCORE!


PASSENGER RR FALLEN FLAG #16

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

Boston & Maine (B&M) – (passenger ops)

Headquarters: Boston, MA

Mileage:

1950: 1,700 1995: 1,350

Locomotives in 1963: Diesel: 235

Rolling stock in 1963: Freight cars – 5,490 Passenger – 155

Principal routes in 1950:

Boston-Dover, MA-Portland, ME
Boston-White River Junction, VT
Boston, MA-Troy, NY
Boston-Portsmouth, NH-Portland, ME
Springfield, MA-Berlin, NH
Worcester-Lowell Junction, MA
Worcester-Gardner, MA
South Ashburnham, MA-Bellows Falls, VT
Dover, NH-Intervale, NH

Passenger trains of note:

Alouette (Boston-Montreal, QC)
Ambassador (New York & Boston-Montreal)
Cheshire (Boston-White River Junction)
Day White Mountains (New York-Berlin, NH)
Flying Yankee (Boston-Bangor, ME
Green Mountain Flyer (Boston-Montreal
The Gull (Boston-Halifax, NS)
Kennebec (Boston-Portland-Bangor)
Minute Man (Boston-Troy, NY)
Montrealer & Washingtonian (Washington-Montreal)
Mountaineer (Boston-Littleton & Bethlehem, NH)
Pine Tree (Boston-Portland-Bangor)
Red Wing (Boston-Montreal)
State of Maine (New York-Portland)


Enjoy! [tup]

Tom [4:-)] [oX)]



ENCORE! ENCORE! ENCORE! ENCORE!

[trolleyboy]

Good morning again folks. Just popping in before I pick up Tom & Ted and we head on down to the train station. Here's a poiniant shot from the camera of one of the Museum's old guard ( Bill Watson ) from the mid 1940's Ontario.



L&PS # 12 loading up at St Thomas Ontario in 1944.

Nice to see the station shots again Pete ! [tup]

Rob

[passengerfan]

Following in Toms footsteps this AM.

BOSTON
&
MAINE
(B&M)
Streamlined Dining & Lounge Cars
by Al


The Boston & Maine and Maine Central received one of the first diesel-powered streamliners in February 1935. Built by Budd it was nearly a double of the CB&Q PIONEER ZEPHYR except it lacked a mail compartment. This was the first lightweight streamlined diesel powered train to enter service in the Northeastern United States. The three-car articulated streamliner featured a shovelnose cab-engine room baggage buffet 28-revenue seat coach unit. The center articulated car featured 60-revenue coach seats and the third articulated unit contained a 32-revenue seat coach section and a 20-seat lounge observation. All three units carried one common number 6000. First assignment for the train set was as the FLYING YANKEE between Boston and Bangor twice round trip daily. Only the first and third cars are of any interest in this book. The train exists today in a New England museum. Like the CB&Q ZEPHYR the food from the buffet was served at the passengers seats.

ARTICULATED SHOVELNOSE CAB ENGINE ROOM BAGGAGE BUFFET 28-REVENUE SEAT COACH Budd Company February 1935 (Built for and assigned to FLYING YANKEE)

6000

ARTICULATED 34-SEAT COACH 20-SEAT LOUNGE OBSERVATION Budd Company February 1935 (Built for and assigned to FLYING YANKEE)

6000

Following WW II the B&M and MEC purchased lightweight streamlined cars jointly from Pullman Standard to operate the following schedules the FLYING YANKEE, KENNEBEC, and PINE TREE. Each railroad purchased two restaurant lounge cars for operation in the postwar passenger trains. The four cars were delivered by Pullman Standard in August-September 1947 to the two New England roads and featured a kitchen at one end with a 24-seat restaurant a bar and 18-seat lounge. The two MEC cars were sold to the Chicago & Eastern Illinois in 1951 and the B&M sold their two to the WABASH in August 1957.

KITCHEN-PANTRY 24-SEAT RESTAURANT BAR 18-SEAT LOUNGE CARS Pullman Standard August – September 1947 (Built for and assigned to FLYING YANKEE, KENNEBEC, and PINE TREE)

B&M

70 BALD EAGLE

71 HERMIT THRUSH

MEC

15 MERRYMEETING

16 ARUNDEL


TTFN Al

[passengerfan]

More on the B&M.

BOSTON
&
MAINE
/
MAINE
CENTRAL
Streamlined Head End Cars
by Al

These two railroads operated many trains jointly so it was no surprise when New England’s first streamlined train to enter service was a joint venture of these two railroads. The three car articulated streamliner numbered 6000 arrived from the Budd Company in February 1935 and was almost identical to the Burlington’s PIONEER ZEPHYR. The articulated Shovel nosed Cab unit contained besides the Engineers Cab Baggage Room Buffet and 28 Coach seats. The three car streamlined train operated initially as the FLYING YANKEE and later served as the MOUNTAINEER, CHESHIRE as well as other schedules. The train set today is residing in a museum where it is undergoing restoration as this is written.

ARTICULATED SHOVELNOSE CAB BAGGAGE BUFFET 28 REVENUE SEAT COACH Budd Company February 1935 (Built for and assigned to FLYING YANKEE the name it carried)

6000

Both the B&M and MeC jointly purchased a total of 24 streamlined passenger cars for delivery between June and September 1947. These Pullman Standard built cars were identical for each road with each road owning 12 cars. There were four baggage 44 revenue seat Coach combinations, sixteen 56 revenue seat coaches and four restaurant lounge cars. The two B&M Baggage 44-revenue seat Coaches were numbered and named 3800 PURPLE FINCH and 3801 BLUE JAY. The two MeC cars were 540 LUMBER KING and 541 FOREST QUEEN. These cars lasted but a few years and were sold to other roads during the 1950’s.

BAGGAGE 44-REVENUE SEAT COACH COMBINATIONS Pullman Standard June-September 1947 (Built for and assigned to PINE TREE, FLYING YANKEE, KENNEBEC and general service)

B&M

3800 PURPLE FINCH

3801 BLUE JAY

MeC

540 LUMBER KING

541 FOREST QUEEN

TTFN Al

[pwolfe]

Hi Folks

A couple of pics from the Essex Railroad CONN.





If any one as any details on the diesel loco could they let me know?

Pete.

[passengerfan]

How about a little more on the B&M before the day is gone.

BOSTON
&
MAINE

MAINE
CENTRAL
Streamlined Coaches
by Al

The B&M/MeC introduced the Northeastern United States to their first streamlined train in February 1935. The new train delivered by Budd was nearly identical to the first Burlington ZEPHYR delivered in 1934 except the three car articulated streamlined train delivered to the B&M/MeC had no RPO Compartment. Instead the Power unit had a Control Cab – Engine Room – Baggage Room – Buffet and 24 revenue Coach seats. The center car that shared a common truck with both the Power Unit and the Observation was a 60-revenue seat Coach. The third articulated car had 32 revenue coach seats and a 20-seat lounge Observation. The train was simply numbered the 6000 and operated initially beginning April 1, 1935 a daily Boston-Portland-Bangor-Portland-Boston –Portland-Boston service named the FLYING YANKEE. In this daily operation the new train ran 730 miles daily. Over the years of operation the Budd built streamliner would wear the names of several trains in the Northeast. It would later operate between Boston and Bethlehem, New Hampshire as the MOUNTAINEER, between Boston and White River Junction, Vermont as the CHESHIRE, and later still as the MINUTE MAN between Boston and Troy, New York. Fortunately for rail historians and others the 6000 resides today in a New England Museum for all to see and enjoy, as this is written the train is being fully restored to operation before return to the museum.
The B&M purchased a large number of the so-called American Flyer cars before WW II both in Commuter Coach versions with high density seating capacity and in more conventional, coach seating arrangements. The first delivery of the 84-revenue seat Coaches arrived in March 1935 numbered 4585 – 4594. They were assigned to a General Passenger pool and could be found operating in just about any train leaving or arriving in Boston’s North Station. The cars would not necessarily be in the same consists together but were more likely to be found mixed in with older heavyweight cars.

84 REVENUE SEAT COACHES Pullman Standard (Osgood / Bradley) March 1935 (Built for and assigned to General Service)

4585 – 4594

Later that same year the B&M received twenty-one 98 seat Commuter coaches built to the same American Flyer design, but more than just commuter cars during periods when the cars were not serving commuters the cars could be found operating short distance regular runs returning to Boston in time for the evening rush hour.

98 REVENUE SEAT COMMUTER COACHES Pullman Standard (Osgood / Bradley) April – June 1935 (Built for and assigned to Commuter Services and short distance trains)

1200 – 1220

The B&M would return to Pullman Standard for an additional twenty 84-revenue seat American Flyer Coaches in 1937 numbers 4595 - 4614. Identical to the earlier cars they were assigned to the General Service Pool and even saw duty in Commuter trains.

84 REVENUE SEAT COACHES Pullman Standard (Osgood / Bradley) September – November 1937 (Built for and assigned to General Service)

4595 – 4614

The B&M and MeC purchased twelve cars each following WW II to equip the postwar FLYING YANKEE, KENNEBEC, and PINE TREE. Each road purchased two Baggage Coach Combinations, eight 56 revenue seat Coaches and two Restaurant Lounge Cars. All of these postwar cars were numbered and named.

BAGGAGE 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard June – September 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)

B&M

3800 PURPLE FINCH

3801 BLUE JAY

MeC

540 LUMBER KING

541 FOREST QUEEN

56 REVENUE SEAT COACHES Pullman Standard June – September 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)

B&M

4800 BOBOLINK

4801 ROBIN

4802 HUMMING BIRD

4803 BLACK BIRD

4804 BLUE BIRD

4805 ORIOLE

4806 CHICADEE

4807 SNOW BIRD

MeC

240 ALAMOOSOOK

241 WEBHANNET

242 KATAHDIN

243 PARMACHENEE

244 SAGDAHOC

245 ABENAKI

246 KINEO

247 PASSAMAQUODDY

24 SEAT RESTAURANT 18 SEAT LOUNGE CARS Pullman Standard June – September, 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)


B&M

70 BALD EAGLE

71 HERMIT THRUSH

MeC

15 MERRYMEETING

16 ARUNDEL

The B&M would purchase a set of Talgo cars and a pair of power units one located at each end for Boston – Bangor service but like other Railroads that operated this or similar equipment it was retired in quick order after there January, 1958 delivery.
The postwar cars of B&M and MeC for use in the FLYING YANKEE, KENNEBEC, and PINE TREE were all retired and sold to other Railroads by 1960. The B&M became the largest operator of Budd Rail Diesel cars purchasing all models of the cars except the RDC –4. The B&M was the only purchaser of the single engine RDC-9 model from Budd. Since two excellent books have been written on the RDC in recent years and it is not the scope of this book to cover the RDC we will list the types and road numbers only of the Budd Rail Diesel Cars purchased by the B&M.

RDC-1

6100 – 6155

RDC-2

6201 – 6214

RDC-3

6300 – 6306

RDC-9

6900 – 6929

TTFN Al

[siberianmo]

G'day!

THANX Al - Rob 'n Pete for your contributions to this lonely Thread today! [tup][tup]

Three from you 20 FIngers! [swg] [tup][tup][tup]

We had a GREAT day here in Toronto, Canada . . . more over at the bar!

Tom[4:-)][oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #17

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

Union Pacific (UP) – (passenger ops)

Headquarters: Omaha, NE

Mileage:

1950: 9,9720
1996: 22,785 (trackage rights included)

Locomotives as of 1963:

Steam: 29
Diesel: 1,347
Gas-turbine: 49

Rolling stock in 1963: Freight cars - 54,959 Passenger cars – 851

Principal lines in 1950:

Omaha-Ogden, UT via Cheyenne, WY
Ogden-Los Angeles via Las Vegas, NV
Julesburg-La Salle, CO
Granger, WY-Seattle, WA via Montpelier, ID & Portland, OR
Pocatello, ID-Butte, MT
Hinkle, OR-Spokane, WA
Ogden-McCammon (Pocatello)
Cheyenne & Borie-Kansas City via Denver
Topeka, KS-Gibbon, NE
Marysville, KS-Valley (Fremont) NE

Principal lines added as of 1996:

Salt Lake City, UT-Oakland, CA via Sacramento, CA
Freemont & Omaha-Chicago
Nelson, IL-St. Louis
Chicago-Green Bay via Kenosha and Oshkosh, WI
Chicago-Milwaukee via Bain, WI
Milwaukee-Minneapolis
Minneapolis-Kansas City via Des Moines, IA
Minneapolis-Omaha via Sioux City, IA
Chicago-Madison, WI

Plus the MoPac/ subsidiary lines:

Omaha-St. Louis via Kansas City
Chicago-Houston via Pana, Dupo (St. Louis) and Thebes, IL, Little Rock, AR and Palestine, TX
Houston-Brownsville, TXPalestine-Laredo, TX via Austin
Houston-New Orleans via Baton Rouge, LA
Kansas City-Little Rock, AR via Coffeyville, KS
El Paso, TX-New Orleans via Fort Worth and Shreveport, LA
Kansas City-Pueblo, CO

Passenger trains of note:

Butte Special (Salt Lake City, UT-Butte, MT)
Challenger (Chicago-Los Angeles)
City of Las Vegas (Los Angeles-Las Vegas)
City of Denver (Chicago-Denver)
City of Los Angeles (Chicago-Los Angeles via Cheyenne, WY)
City of Portland (Chicago-Portland, OR via Cheyenne [via Denver 1959-68])
City of Salina (Kansas City-Topeka-Salina, KS)
City of St. Louis (St. Louis-Los Angeles & San Francisco & Portland via Kansas City & Denver)
City of San Francisco (Chicago-Oakville, CA via Cheyenne)
Columbine (Omaha-Denver)
Forty Niner (Chicago-Oakland)
Gold Coast (Chicago-Oakland & Los Angeles)
Idahoan (Cheyenne-Portland via Pocatello)
Los Angeles Limited (Chicago-Los Angeles)
Pony Express (Kansas City-Los Angeles)
Portland Rose (Denver-Portland)
San Francisco Overland (Chicago-Oakland; after 1955 St. Louis-Oakland)
The Spokane (Spokane, WA-Portland)
Utahn (Cheyenne-Los Angeles)
Yellowstone Special (Pocatello, ID-West Yellowstone, MT)

Of note: UP trains serving Chicago operated Omaha-Chicago via C&NW until Oct 1955, then via Milwaukee Road 1955-71. All UP trains serving St. Louis operated via Wabash between St. Louis & Kansas City.


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Just Time for a follow up on the UP

Union
Pacific
(UP)
Streamlined Dome Cars
\by Al

The Union Pacific was the second largest purchaser of new dome cars next to the CB&Q and even today own domes for operation in their business fleet.
The first domes to be acquired by the UP were the four Astra-Domes built for the GM TRAIN OF TOMORROW (See Pullman Standard chapter). These cars built by Pullman Standard were delivered to GM in May 1947. The four cars were named only STAR DUST (Dome Coach), SKY VIEW (Dome Diner), DREAM CLOUD (Dome Sleeper) and MOON GLOW (Dome Lounge Observation). In April 1950 all four cars plus the EMD E7A 765 that had comprised the GM TRAIN OF TOMORROW were purchased by the Union Pacific and moved to Omaha, Nebraska. Here the cars and diesel were repainted from their stainless steel and royal blue scheme to the Armour yellow, harbor mist gray and red streamliner colors of their new owner Union Pacific. Since the Union Pacific operated only one train worthy of the four domes that required but a single set of equipment it was almost a foregone conclusion the UP would operate the cars in their pool train between Portland and Seattle.
For years the UP-GN-NP had operated four trains daily between these two major Northwest cities. Each railroad operated a daily train in each direction and every three months the operation of the overnight train was rotated between the three roads. The UP operated trains 457-458 as their regular schedule. These trains operated NB from Portland each morning bringing through sleeping cars from the connecting CITY OF PORTLAND and SP CASCADE to Seattle’s Union Station. The UP pool train returned to Portland each evening. During the long days of summer the round trip was entirely in daylight. During the spring and fall the train operated NB entirely in the daylight but southbound the train reached Portland after dark. In the winter months the southbound usually encountered darkness before even reaching Tacoma. The sleeping cars returned south to Portland on the NP pool train each morning operating from King Street Station just across from Union Station separated by the 4th Ave overpass.
The Union Pacific operated the former TRAIN OF TOMORROW cars and diesel unit from Omaha in a CITY OF LOS ANGELES train set. The train went on display in Los Angeles under a banner reading “TRAIN OF TOMORROW – Your Portland-Tacoma-Seattle Train of Today”. The Domeliner traveled from Los Angeles to Salt Lake City in a LOS ANGELES LIMITED consist. After display in the Utah Capitol the train traveled to Pocatello, Boise, La Grande, Pendleton, Portland, Tacoma and Seattle for display in each city before retuning to Portland to begin service on June 18, 1950. The rest of the trains consist of 457-458 was made up of modernized heavyweight coaches and parlor cars. Since the schedule did not require sleeping cars the Astra-Dome sleeping car DREAM CLOUD operated as a parlor car with all space sold at parlor car rates. The coaches of the new train required no extra fare, but this was not true of STAR DUST the Astra-Dome Coach as an extra supplement was charged for this car. All passengers could avail themselves of SKY VIEW the Astra-Dome dining car serving breakfast and lunch northbound and late lunch and dinner southbound. The Astra-Dome Lounge Observation MOON GLOW was only open to the first class parlor passengers. By 1951 the UP Domeliner unofficially known as the CITY OF SEATTLE was fully streamlined. The UP assigned numbers to three of the Astra-Domes in March 1956 STAR DUST numbered 7010, SKY VIEW numbered 8010 and MOON GLOW numbered 9015. The MOON GLOW had its round observation end squared off for mid-train operation in 1956 by Omaha shops. This did not alter the cars number of seats although at least two sofas were repositioned. The first of the old TRAIN OF TOMORROW Astra Domes withdrawn from trains 457-458 was 8010 SKY VIEW in September 1957, this was followed by 7010 in March 1958. In 1959 it is known that 9015 MOON GLOW operated for a time in one of the CITY OF DENVER consists. By the early 1960s all four of the original TRAIN OF TOMORROW cars could be seen in a Pocatello scrap yard minus trucks and piled up waiting to be cut up for scrapping. Only the former 9015 MOON GLOW has been spared. As this is written it is stored alongside Ogden station awaiting restoration. These cars are among he few dome cars to be scrapped.
The UP was impressed enough with these domes to order new Astra Dome cars of three types Coach, Dining and Lounge Observation from American Car and Foundry in late November 1952.
These domes were ordered after carefully considering routes to be assigned domes. The UP was faced with the situation of having six trains that were considered for domes the CITY OF LOS ANGELES, CITY OF PORTLAND, CITY OF DENVER, CITY OF SAN FRANCISCO, CITY OF ST.LOUIS, and CHALLENGER. The CITY OF SAN FRANCISCO was eliminated almost immediately from consideration after talks with the Southern Pacific. The SP would not even consider domes operating across the Sierra on their route between Ogden and Oakland. The scenery found along the remainder of the Overland route other than Sherman Hill was not considered for domes.
The UP eliminated the CITY OF DENVER route for this same reason, and the fact that this train was mostly an overnight route. Even though the major competition on the Chicago – Denver route the CB&Q was operating the CALIFORNIA ZEPHYR, although this was actually a through train to the west coast and operated the Chicago – Denver portion of the trip on a slower schedule than their DENVER ZEPHYR. At this time the DENVER ZEPHYR was operating with the original 1936 train sets. It is not known if the UP was aware that the CB&Q was planning new dome equipped DENVER ZEPHYRS at this time or not. In any case the only other competition in the Chicago – Denver route the Rock Island was actually no threat to the UP or CB&Q as their ROCKY MOUNTAIN ROCKET operated on a slower schedule and the ROCK ISLAND never owned domes.
This left the UP with the CITY OF PORTLAND, CITY OF LOS ANGELES, CITY OF ST. LOUIS and CHALLENGER trains to be considered for domes. As it would turn out all four of these trains would receive one or more domes.
The three types of Astra Domes built for the UP were Coach, Dining Car, and Lounge Observations.
The Dome Coaches seated 36 passengers in leg rest seats in pairs with all revenue seating confined to the cars main level forward and aft of the dome. In the depressed center area of the cars were located the Women’s and Men’s restrooms with enough room for make-up in the ladies and shaving in the men’s. These long distance cars featured less seating than there Budd counterparts whose long distance dome coaches seated 46 leg-rest seats on the main level in the area ahead of and behind the dome. Likewise large restrooms were located beneath the domes in the Budd built cars that operated in the COLORADO EAGLE, CALIFORNIA ZEPHYR, NORTH COAST LIMITED later EMPIRE BUILDER and DENVER ZEPHYR. The 24 seats in paired settees in the dome of the up cars were angled outward for better views of the passing scenery. Even so most passengers preferred the Budd built domes for viewing and this was especially true for those who took pictures from the dome. In the up AC&F built domes single curved panes of glass were used and in the case of Budd and Pullman Standard separate side pieces and roof pieces of glass were used. This first group of Dome coaches for the UP numbering ten were assigned to the CHALLENGER between Chicago and Los Angeles, and the CITY OF PORTLAND between Chicago and Portland one per consist. They were added to each of those trains consists as they arrived on the Union Pacific from the factory in St. Charles outside St. Louis.

24-SEAT ASTRA-DOME 36-SEAT LEG-REST COACHES American Car & Foundry December 1954-January 1955 (Built for and assigned to CHALLENGER and CITY OF PORTLAND)

7000 – 7009
The next domes to arrive on the UP were the Dome Lounge Observations. These cars numbered fifteen and were built for three trains the CHALLENGER, CITY OF PORTLAND and CITY OF LOS ANGELES. The rear of each flat observation was equipped with a large neon sign with the train name emblazoned upon it. The Astra-Dome Lounge Observations featured a pair of restrooms and a card room in the short main floor area forward of the dome with one large round table and seating for six. Even though signs were posted stating it was illegal to gamble some of the poker games on the CITY Domeliners cost many passengers hundreds and even thousands of dollars, particularly on the CITY OF LOS ANGELES and CITY OF ST. LOUIS. Beneath the dome was a nine-seat cocktail lounge and full service bar. The mural behind the bar depicted the Golden Spike Ceremony at Promontory, Utah. To the rear of the dome area on the main level of these cars was a desk and chair behind the stairway to the dome level and a lounge with settees, sofas and single chairs to seat 21-passengers occupying the Observation end. Initially the Astra-Dome Observations were assigned to the CHALLENGER, CITY OF LOS ANGELES and CITY OF PORTLAND one per consist bringing up the markers. Those originally assigned to the CHALLENGER were transferred to the CITY OF ST. LOUIS within three months of entering service. This gave the CITY OF ST. LOUIS its first dome giving it the status of Domeliner as well. The reason for this transfer was that the CHALLENGER was a coach train and the CITY OF ST. LOUIS was coach and sleeping car train and the UP management thought the Astra-Dome Lounge Observations should be assigned to trains that carried first class passengers. Within a year of the Astra-Dome Lounge Observations entering service the square observation ends were fitted with a diaphragm for mid-train operation. The cars kept their observation end except for the modification to the door and addition of the diaphragm. Rail fans everywhere missed the loss of the beautiful neon tail signs. They were probably the largest tail signs ever fitted to a streamlined train. The cars were than transferred mid-train operating behind the dining cars.

24-SEAT ASTRA-DOME 37-SEAT LOUNGE OBSERVATIONS American Car & Foundry February – April 1955 (Built for and assigned to CHALLENGER – CITY OF LOS ANGELES – CITY OF PORTLAND – later CITY OF ST.LOUIS)

9000 – 9014

In April – May 1955 the UP received the ten Astra-Dome Dining cars from American Car & Foundry to complete the initial dome order. These cars were among the most elegant dining cars to grace the rails during the streamliner period. The short main floor level ahead of the dome was for the Kitchen with a passageway for passengers along the left side. A pantry occupied half the area beneath the dome and the other half of the area beneath the dome was occupied by a private dining room with two tables for five. This area was also used during peak travel times as additional dining space. The large main floor dining area to the rear of the dome was occupied by the main dining room with three large round tables for four on the right side of the car and three small round tables for two on the left side of the car. In the Astra-Dome it was three booths for four on the left side and three booths for two on the right side. The forward five feet of the dome was occupied by a small pantry serving area with toaster, small refrigerator, ice-machine, small sink, and pneumatic dumbwaiter to the kitchen where the food was prepared. The dumbwaiter brought the food from the kitchen to the smart waiter (the one who collected the tips) for service to the passengers. These Astra-Dome dining cars were assigned to the CITY OF PORTLAND and CITY OF LOS ANGELES. This gave the CITY OF PORTLAND the distinction of being the only UP Domeliner that operated year round with al three types of domes.

ASTRA-DOME 46-SEAT DINING CARS American Car & Foundry April – May 1955 (Built for and assigned to CITY OF LOS ANGELES and CITY OF PORTLAND)

8000 – 8009

Those domes built in 1954-1955 were for assignment as follows for the following trains and were decorated accordingly.
CHALLENGER

Astra-Dome Coaches 7000 – 7004

CITY OF PORTLAND

Astra-Dome Coaches 7005 – 7009

CITY OF LOS ANGELES

Astra-Dome Dining Cars 8000 – 8004

CITY OF PORTLAND

Astra-Dome Dining Cars 8005 – 8009

CITY OF LOS ANGELES

Astra-Dome Lounge Obs. 9000 – 9004

CITY OF PORTLAND

Astra-Dome Lounge Obs. 9005 – 9009

CHALLENGER
Later
CITY OF ST. LOUIS

Astra-Dome Lounge Obs. 9010 – 9014

The Union Pacific switched from Chicago and Northwestern east of Omaha to Chicago to Milwaukee Road beginning October 30, 1955. This change made no difference in running times of trains between Chicago and Omaha. The Milwaukee Road repainted their passenger cars to streamliner colors and the home-built Milwaukee cars began infiltrating the Domeliner fleet as well as other UP trains.
Beginning in January 1958 the CITY OF DENVER became a Domeliner with the addition of a pair of former OLYMPIAN HIAWATHA full-length domes to the overnight streamliner. These two full length domes had actually become surplus as the OLYMPIAN HIAWATHA was operated combined with the MORNING HIAWATHA eastbound between Twin Cities and Chicago and westbound combined with the AFTERNOON HIAWATHA between the Chicago and the Twin Cities since 1957.
In January 1959 the UP combined the CITY OF DENVER and CITY OF PORTLAND between Chicago and the mile high capital of Colorado. The CITY OF PORTLAND already operated with the three AC&F domes in it’s consist so the Milwaukee Road domes were returned.
These were the only domes ever built by American Car & Foundry, and when the UP turned to them once again in 1958 for additional dome coaches to be assigned to the CITY OF ST. LOUIS they were turned down. AC&F was already phasing out of the passenger car business and offered the car plans and specifications to Pullman Standard after UP turned to them for these additional dome coaches. These six dome coaches built by Pullman Standard were unlike any other domes built by this manufacturer as the domes were identical to the earlier dome coaches built for the UP by AC&F. Pullman Standard took AC&F up on their offer for the plans and specifications of the dome coaches. Actually UP insisted the cars be built to these specifications and AC&F reluctantly provided the plans to Pullman Standard to build the cars. After all AC&F was still in the freight car building business and the UP was one of there best customers.
The six new Astra Dome Coaches were delivered to the Union Pacific in November – December 1958 and became the last new dome cars built for a railroad in the United States. These six cars were numbered UP 7011 – 7015 and Wabash 203 built for assignment to the CITY OF ST.LOUIS giving that train an Astra – Dome Coach and Astra – Dome Lounge Car.
The CITY OF SAN FRANCISCO eventually became a Domeliner beginning in September 1960 when the UP combined the CITY OF LOS ANGELES and CITY OF SAN FRANCISCO between Chicago and Ogden, Utah. The SP assigned one of their ¾ length domes to the CITY OF SAN FRANCISCO consists west of Ogden giving this last of the CITY streamliners Domeliner status.
The CHALLENGER ran combined in the slower seasons with the CITY OF LOS ANGELES beginning as early as 1956. By 1964 the UP was operating a so called CITY OF EVERYWHERE with the CITY OF LOS ANGELES – CITY OF SAN FRANCISCO – CITY OF DENVER – CITY OF PORTLAND – CHALLENGER operating as one train between Chicago west as far as North Platte, Nebraska where the CITY OF DENVER was uncoupled and operated as a separate train to Denver. The other combined trains ran as one to Green River, Wyoming where the CITY OF PORTLAND was separated and continued to its destination as a separate train. Next in Ogden the CITY OF SAN FRANCISCO split from the CITY OF LOS ANGELES and CHALLENGER and continued as a separate train west to Oakland. At Ogden the CITY OF ST. LOUIS was added to the CITY OF LOS ANGELES and CHALLENGER for the remainder of the trip to Los Angeles. Later the CITY OF ST. LOUIS would be added at Cheyenne, Wyoming for the trip to Los Angeles. When the CITY OF ST. LOUIS was dropped by the Waba***he train was renamed CITY OF KANSAS CITY and that became its eastern terminal. In the final year of operation before Amtrak the CITY OF EVERYWHERE operated domes in this manner.
CITY OF PORTLAND

Dome Coach Chicago – Portland

Dome Lounge Green River – Portland

CITY OF LOS ANGELES

Dome Coach Chicago – Los Angeles

Dome Lounge Chicago – Los Angeles

CITY OF SAN FRANCISCO

¾ Dome Lounge Ogden – Oakland

The Dome Dining cars and other dome coaches and lounges were stored by this time, as were many other cars.
The Union Pacific leased several dome coaches and lounges to Amtrak for a few months after the national passenger carrier took over the passenger trains from the railroads.
After that the UP sold off the dome cars with 4-dome coaches 7004,7008,7013,and 7014 going to the Alaska Railroad for use between Anchorage and Fairbanks and Seward and Anchorage.
The greatest numbers of UP dome cars thirty-three were sold to the Auto-Train Corporation for their trains between Lorton, Virginia and Sanford, Florida and later between Louisville and Sanford. For further information of these cars see the Auto-Train Chapter.
The UP retained three domes initially for there own business fleet. These were the 9004 one of the Astra-Dome Lounge cars originally built for CITY OF LOS ANGELES assignment, the car was named HARRIMAN in 1987 and was renamed SUN VALLEY in 1989. In 1990 the car was once again named HARRIMAN. It is in the UP Business fleet today.
The 8003 one of the Astra – Dome dining cars was retained by the UP for their business fleet until November 1971 when it was donated to the National Museum of Transport in Green Bay, Wisconsin.
The third Astra-Dome retained by UP was one of the coaches 7006 for excursion use. On January 19, 1987 the car was sold to the FNM in Mexico.
Today the UP Business and Excursion fleet operate nine dome cars all ex UP cars repurchased from other owners. Unlike when the cars operated in scheduled UP service with numbers only the cars all named as well for excursion and business fleet service today.
The 9004 HARRIMAN was the only car to have always remained in UP ownership.
The 9005 WALTER DEAN was initially sold to Auto-Train in May 1972 and was numbered 904 although the number was never actually applied. In December 1981 the car was sold at the Auto-Train liquidation auction to Great America Tours on Rail “GATOR Route” and assigned Amtrak excursion number 800621. The UP repurchased the car in March 1988 and named the car HARRIMAN in 1989. In 1990 UP renamed the car WALTER DEAN the name it carries today.
The UP 9009 was sold to Auto-Train in May 1972 and renumbered 908. Sold at the Auto-Train liquidation auction in December 1981 to American Law Center in San Jose CA. It is believed they planned to refurbi***he car for operation between their Florida and California offices. Apparently the car was never paid for and was forfeited to Dixie Rail Corporation of Savannah, Georgia in March 1982. Sold to a private owner in Missilon, Ohio in October 1984. Became Northern Railcar/Scenic Rail Dining “RIVERS EDGE” in 1987. Car was sold to Transisco Tours for the Sierra 49er service between San Jose and Reno numbered and named 800556 ZEPHYR COVE in 1991. Leased to KLS&C Wine Country Dinner Train in August 1991. Sold to Union Pacific in May 1993 numbered and named 9009 CITY OF SAN FRANCISCO.
The UP 7001 one of the Astra – Dome coaches was sold to Auto-Train in June 1972 and renumbered 701 after modifications and repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Mid-America Car Company purchased the car in 1982 on behalf of the Kansas City Southern for their business fleet. In October 1990 the car was repurchased by the UP and today is numbered and named 7001 COLUMBINE.
The UP 7015 one of the Pullman Standard built Astra-Dome coaches of 1958 was sold to Auto-Train in June 1972 and after remodeling and repainting was numbered 709. This car was sold at the Auto-Train liquidation auction December 1981 to a private owner in Tulsa, Oklahoma. This car was resold to Mid-America Car Company in 1982 on behalf of the Kansas City Southern who planned to add the car to their business fleet. In October 1990 the car was sold to the UP who numbered and named the car 7015 CHALLENGER.
Astra-Dome dining car 8004 was sold to Auto-Train in June 1962, after remodeling and repainting the car was numbered 803. The car was sold at the Auto-Train liquidation auction in December 1981 to Anbel and assigned the reporting marks ANBX 2040. Scenic Rail Dining purchased the car in 1987 and named the car “SCENIC VIEW”. Northern Railcar purchased the car in January 1988 and sold the car to Transisco Tours for the Sierra 49er train in 1989 where the car was numbered and named 800560 CRYSTAL BAY. After returning to Northern Railcar the car was leased to KLS&C for their Wine Country Dinner train in October 1990. Northern Railcar sold the car to the Union Pacific in May 1993 who after repainting numbered and named the car 8004 COLORADO EAGLE.
Another UP Astra-Dome dining car 8008 was sold to Auto-Train in June 1972 who remodeled the car and numbered it 807 after repainting. At the Auto-Train liquidation auction in December 1981 the car was sold to a private owner in Tulsa, Oklahoma. Resold to Carland Division of Kansas City Southern Industries in 1982. Stored at Mid-America Car company in Kansas City. The car was to have become part of the KCS business fleet with the number 22 never applied. The Union Pacific purchased the car in October 1990 and renumbered the car 8008 at that time and added the name CITY OF PORTLAND.

TTFN Al

[pwolfe]

Hi Folks
A couple of modern diesels


On a coal train at Jeff City


Two locos getting ready to do the local frieght.
Click to enlarge.
Pete

[passengerfan]

One more UP posting from Al and thats it for the day.

UNION
PACIFIC
Streamlined Head End Cars
by Al

The Union Pacific served the west with some of the finest streamliners to ever grace the rails and at the same time operated lowly Express trains and secondary passenger trains to such points as Los Angeles, Portland, Seattle and San Francisco from Chicago and St. Louis. These trains were operated with operating partners C&NW, SP, and Wabash whose rails they traveled for parts of there trips between the Midwest and far west.
The Union Pacific owned the first successful streamliner the M-10000 and its two articulated cars. This train later to be named the CITY OF SALINA was built of Aluminum and Steel the first successful marriage of these metals in rail use.
The new articulated streamliner built by Pullman Standard was delivered to the Union Pacific at Omaha on February 12, 1934. Since this is a book about head end cars we will deal only with the M-10000. This unit had a bulbous nose with the Engineers cab mounted in a turret above and behind the large font end grill. Behind the front end was an engine room with a 600-hp distillate engine – 30’ Railway Post office Compartment and baggage Room. This car was articulated to the remaining two cars. The distillate engine was also found in many Doodlebugs of the period so the CB&Q has the honor of introducing the first diesel powered streamliner to the world the 9900 PIONEER ZEPHYR. The M-10000 would be the last streamliner ever powered by a distillate engine and all future UP streamliners would be diesel powered. The M-10000 entered scheduled service between Salina, Kansas and Kansas City on January 31, 1935 round trip daily after completing a countrywide exhibition tour. The little three-car streamliner was retired from service on December 16, 1941 and returned to Omaha where it was scrapped for its Aluminum.

ARTICULATED POWER CAB ENGINE ROOM 30’ RAILWAY POST OFFICE BAGGAGE UNIT Pullman Standard January 1934 (Built for the Union Pacific as an experimental three car train assigned to service becoming the CITY OF SALINA)

M-10000

The M-10000 would be the last UP unit that combined power with head end car.
The second UP streamliner the CITY OF PORTLAND was delivered by Pullman Standard on October 2, 1934. The train as built consisted of six articulated units including the power unit. The car we are concerned with was originally built as articulated Auxiliary power – 30’ Railway Post Office – Baggage car number 12200. This car was modified in May 1935 before entering CITY OF PORTLAND service to a Baggage 30’ Railway Post Office 12 Crew Dormitory car. The entire train except for the diesel engine was scrapped at Omaha for its Aluminum in April 1941.

ARTICULATED BAGGAGE 30’ RAILWAY POST OFFICE 12 CREW DORMITORY CAR Pullman Standard September 1934 (Built for and assigned to CITY OF PORTLAND)

12200

The Union Pacific received two additional trains in April and June 1936 from Pullman Standard. These two trains the third and fourth were the first to have separate power units from the articulated train sets themselves. The third train entered CITY OF LOS ANGELES service on May 15, 1936. The first two articulated cars in the nine - car consist were head end cars. Car number 12201 featured an Auxiliary Power room that supplied electricity for the rest of the train followed by a 30’ Railway Post Office and Baggage Room. Car 12201 was articulated to Baggage 12 Crew Dormitory Kitchen car 12760. Both of these cars were scrapped when retired in March 1943.

ARTICULATED AUXILIARY POWER 30’ RAILWAY POST OFFICE BAGGAGE CAR Pullman Standard April 1936 (Built for and assigned to CITY OF LOS ANGELES)

12201

ARTICULATED BAGGAGE 12 CREW DORMITORY KITCHEN CAR Pullman Standard April 1936 (Built for and assigned to CITY OF LOS ANGELES)

12760

The fourth train delivered by Pullman Standard in May 1936 entered CITY OF SAN FRANCISCO service June 14, 1936. The two articulated head end cars in this train identical to those in the fourth train were 12202 and 12761. These two cars were extensively rebuilt beginning January 5, 1938 when the third train was completely shopped. The 12202 was rebuilt to LA-902 COPPER KING a Buffet Lounge Observation car. So this car went from one end of the train behind the power to the opposite end after rebuilding. The 12761 became LA-603 and was rebuilt to a 32 seat Coffee Shop – Kitchen car. After being stored in 1948 the fourth train was scrapped in 1950 at Omaha.

ARTICULATED AUXILIARY POWER 30’ RAILWAY POST OFFICE BAGGAGE CAR Pullman Standard May 1936 (Built for and assigned to CITY OF SAN FRANCISCO)

12202

ARTICULATED BAGGAGE 12 CREW DORMITORY KITCHEN CAR Pullman Standard May 1936 (Built for and assigned to CITY OF SAN FRANCISCO)

12761

The next two streamliners to enter service were the two CITY OF DENVER consists on June 18, 1936. These trains were the first to have cars that were simply coupled together and no more than two were in articulated pairs. Each consist had three head end cars a Auxiliary Power Baggage Car 11700 in one consist and 11702 in the other consist. The second head end car in each consist was a Baggage 30’ Railway Post Office Car 12203 or 12204. The third head end car in the CITY OF DENVER trains were Baggage Buffet 38 seat “Frontier Shack” Tavern cars 11701 and 11702. These cars were all completed by Pullman Standard in May 1936.

AUXILIARY POWER BAGGAGE CARS Pullman Standard May 1936 (Built for and assigned to CITY OF DENVERS)

11700, 11702

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard May 1936 (Built for and assigned to CITY OF DENVERS)

12203, 12204

BAGGAGE BUFFET 28 SEAT TAVERN LOUNGE CARS Pullman Standard May 1936 (Built for and assigned to CITY OF DENVERS)

11701, 11703

Pullman Standard delivered an extra pair of Auxiliary Power Baggage Cars to the Union Pacific in August 1936 numbers 11704 and 11705.

AUXILIARY POWER BAGGAGE CARS Pullman Standard August 1936 (Built as spares for CITY OF DENVERS)

11704, 11705

In June 1937 the CITY OF DENVER cars were renumbered with CD prefixes as follows for the head end cars.

CD-10 originally 11700

CD-11 originally 11702

CD-20 originally 11704

CD-30 originally 12203

CD-31 originally 12204

CD-70 originally 11701

CD71 originally 11703

In May, 1939 the following renumbering of Auxiliary Power Baggage Cars occurred.

CD-13 ex CD-20 originally 11704

CD-12 originally 11705

On December 18, 1937 a new 14-car CITY OF LOS ANGELES train set entered service powered by three diesel units. This streamlined train the seventh had a single head end car. This car was LA-101 and was an Auxiliary Power Baggage 12 crew Dormitory Car. As with all previously built streamliner cars the LA-101 was constructed by Pullman Standard.

AUXILIARY POWER BAGGAGE 12 CREW DORMITORY CAR Pullman Standard November 1937 (Built for and assigned to CITY OF LOS ANGELES)

LA-101

A new 14-car CITY OF SAN FRANCISCO entered service on January 2, 1938 and like the new CITY OF LOS ANGELES had a single streamlined head end car. This car was SF-101 a Auxiliary Power Baggage 12 Crew Dormitory Car.

AUXILIARY POWER BAGGAGE 12 CREW DORMITORY CAR (Built for and assigned to CITY OF SAN FRANCISCO)

SF-101

In June and July 1941 the Union Pacific received two new Baggage 25 Crew Dormitory cars LA-103 and SF-104 from Pullman Standard. The new LA-103 was assigned to a new CITY OF LOS ANGELES entering that service on August 3, 1941. The new SF-104 entered CITY OF SAN FRANCISCO service on July 26, 1941. These were the last head end cars purchased for specific train sets by the Union Pacific and lettered for that service.
The Union Pacific received eleven Baggage 30’ Railway Post Office Cars numbers 5800 – 5810 from Pullman Standard in December 1941 – January 1942 and thirty Baggage Cars numbered 5601 – 5630 from Pullman Standard in January – February 1942. Both groups of cars were received painted in the two tone Gray scheme of the OVERLAND. The OVERLAND received many of these cars as did the LOS ANGELES LIMITED, IDAHOAN and PORTLAND ROSE. In 1946 the new CITY OF ST. LOUIS was assigned three of the Baggage 30’ Railway Post Office Cars 5808-5810 still in the gray paint scheme. In fact the CITY OF ST LOUIS became the first CITY streamliners to enter service painted in the OVERLAND route colors of two – tone Gray. It would be almost two years before the CITY OF ST. LOUIS was painted in the Yellow CITY Streamliner colors.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard December 1941 (Built for and assigned to OVERLAND LIMITED, LOS ANGELES LIMITED, IDAHOAN, PORTLAND ROSE later CITY OF ST. LOUIS)

5800 – 5810

BAGGAGE CARS Pullman Standard January – February 1942 (Built for and assigned to OVERLAND LIMITED, LOS ANGELES LIMITED, IDAHOAN, PORTLAND ROSE)

5601 – 5630

In May 1947 Omaha shops rebuilt Baggage Cars 5601, 5602 and 5613 into Baggage 22 Crew Dormitory cars and repainted them in Streamliner colors. Two of these cars 5601 and 5602 were assigned to the daily CITY OF PORTLAND trains in 1947. The third 5613 was assigned to one of the daily CITY OF SAN FRANCISCO train sets later in 1947.
Beginning in 1949 large numbers of new cars began arriving from the car manufacturers for CITY streamliners. These cars replaced the earlier cars assigned to the CITY Streamliners and the older cars were than used to update the secondary trains with all equipment receiving the Yellow Streamliner colors as they came due for repainting. The only Streamlined first class train to remain painted in two tone gray was the SAN FRANCISCO OVERLAND.
The first of the new Union Pacific owned postwar head end cars to arrive on the property were nine Baggage 25 Crew Dormitory cars 6000 – 6008. These cars delivered by American Car & Foundry were assigned to the CITY pool for service in the CITY OF LOS ANGELES, CITY OF PORTLAND, and CITY OF SAN FRANCISCO. In September 1949 the C&NW received three identical Baggage 25 Crew Dormitory cars from American Car & Foundry for the CITY pool numbers 9300 – 9302. That same month the SP received a single Baggage 25 Crew Dormitory Car from Pullman Standard for assignment to the CITY OF SAN FRANCISCO number 3101.

BAGGAGE 25 CREW DORMITORY CARS American Car & Foundry July – August 1949 (Built for and assigned to CITY Streamliner pool)

UP

6000 – 6008

BAGGAGE 25 CREW DORMITORY CARS American Car & Foundry September 1949 (Built for and assigned to CITY Streamliner pool)

C&NW

9300 – 9302

BAGGAGE 25 CREW DORMITORY CAR Pullman Standard September 1949 (Built for and assigned to CITY OF SAN FRANCISCO)

SP

3101

The SP received two Baggage 60’ Railway Post Office Cars in August 1949 for assignment to the SAN FRANCISCO OVERLAND numbers 5003 and 5004. In September 1949 the UP received three Baggage 60’ Railway Post Office cars numbers 5900 – 5902 while the C&NW received two of these cars numbers 8225 and 8226 from American Car & Foundry. These were also for the SAN FRANCISCO OVERLAND pool.

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard August 1949 (Built for and assigned to SAN FRANCISCO OVERLAND)

SP

5003, 5004

BAGGAGE 60’ RAILWAY POST OFFICE CARS American Car & Foundry September 1949)

UP

5900 – 5902

C&NW

8225, 8225

In September 1949 the UP and C&NW received four Baggage 30’ Railway Post Office cars for assignment to the CITY OF PORTLAND. These cars were built by American Car & Foundry and numbered UP 5811-5813 and C&NW 8227.

BAGGAGE 30’ RAILWAY POST OFFICE CARS American Car & Foundry September 1949 (Built for and assigned to CITY OF PORTLAND)

UP

5811 – 5813

C&NW

8227

The UP received eleven Storage Mail cars from American Car & Foundry in September 1949 numbered 5700 – 5710 and assigned them to General service.

STORAGE MAIL CARS American Car & Foundry September 1949 (Built for and assigned to General Service)

UP

5700 – 5710

The Union Pacific and C&NW received thirty-five Baggage cars from American Car & Foundry between July 1953 and May 1954. The two C&NW owned cars 8900 and 8901 were delivered in July 1953 and the thirty-two UP owned cars 5631 - 5663 were delivered between August 1953 and May 1954. These cars were assigned to General service.

BAGGAGE CARS American Car & Foundry July 1953 – May 1954 (Built for and assigned to general service)

C&NW

8900, 8901

UP

5631 – 5663

The UP received two Baggage 30’ Railway Post Office cars in October 1954 from American Car & Foundry numbered 5814 and 5815. These two cars were assigned to general service but it is believed they were added to the CITY OF PORTLAND pool.

BAGGAGE 30’ RAILWAY POST OFFICE CARS American Car & Foundry October 1954 (Built for and assigned to CITY OF PORTLAND)

UP

5814, 5815

Between 1948 and 1956 the ownership of the prewar CITY Streamliner cars was divided among the three operating roads and renumbered into those roads systems. In the division there were four Baggage 25 Crew Dormitory cars with the former CP-101 going to the C&NW in December 1948 with C&NW number 6148.
In November 1951 SF-101 was transferred to the SP and renumbered 3107.
The Union Pacific received the remaining two CP-103 was transferred in March 1956 becoming UP 6009. The remaining SF-104 was transferred to the UP in May 1956 and renumbered 6010.
The UP received thirty-five streamlined Storage Mail cars 5711 - 5745 from American Car & Foundry between July – October 1956 for assignment to General service.

STORAGE MAIL CARS American Car & Foundry July – October 1956 (Built for and assigned to General Service)

5711 – 5745

In October – November 1957 the Union Pacific received fifteen Baggage Cars from American Car & Foundry numbered 5664 – 5678. These cars were assigned to General service and could be found operating in any UP trains including CITY Streamliners.

BAGGAGE CARS American Car & Foundry October – November 1957 (Built for and assigned to General service)

5664 – 5678

In 1960 UP turned to passenger car builder St. Louis Car for an order of five Baggage 30’ Railway Post Office Cars numbered 5816 – 5820. These five cars were delivered between October – December 1960 and were assigned to General Service.

BAGGAGE 30’ RAILWAY POST OFFICE CARS St. Louis Car Company October – December 1960 (Built for and assigned to General Service)

UP

5816 – 5820

Once again UP returned to favorite post war passenger car builder American Car & Foundry for an order for twenty-five Baggage Cars numbered 6300 – 6324 delivered between February and April 1961. These cars were assigned to general service.

BAGGAGE CARS American Car & Foundry February – April 1961 (Built for and assigned to General service)

6300 – 6324

In September 1961 the Omaha shops were busy converting three streamlined Baggage cars 5714 – 5716 into recreation cars. The interior of the Baggage cars given a stand-up bar at one end along one wall, The shops added a Bandstand at the other end fully carpeted and raised one-foot above the rest of the car floor. A loudspeaker system was installed with speakers in all four corners of the cars and speakers mounted from the roof at mid-car where the car sides and roof came together. The cars became quite popular particularly on the Ski Trains between Los Angeles and Sun Valley during the winter months. In summers they operated in Shriners Specials and for other private groups. It is said that no one could tell if you were a good dancer or not in these cars, maybe it was the motion of the train that fooled them.
The UP received thirty-five Storage Mail cars from St. Louis car between May – November 1962 numbered 5746 – 5780. These cars were assigned to General service.

STORAGE MAIL CARS St. Louis Car Company May – November 1962 (Built for and assigned to General Service)

5746 – 5780

Between August and December, 1962 Omaha shops rebuilt five streamlined Baggage Crew Dormitory cars to Steam Generator 25 Crew Dormitory Cars. The end where the Baggage section had been also had a six-wheel truck installed to carry the weight of the steam generator and its water supply. The cars were rebuilt for operation at the rear of the combined CITY OF SAN FRANCISCO – CITY OF LOS ANGELES between Chicago and Ogden, Utah where the trains were split westbound and joined eastbound. These five cars were then assigned 300 series numbers as follows.

300 originally UP 6000

301 originally UP 6008

302 originally UP 6001

303 originally UP 6004

304 originally UP 6006

Ten new Baggage Cars came from St. Louis Car Co. for the UP in December 1962 numbered 6325 – 6334 for assignment to general service. These would be the final Baggage Cars delivered to the Union Pacific.

BAGGAGE CARS St. Louis Car Company December 1962 (Built for and assigned to General service)

6325 – 6334

Budd Company delivered the last new head end cars to the UP in August – September 1963 for assignment to General service. These nine Baggage 60’ Railway Post Office cars were numbered 5903 – 5911 and were among the last Railway Post Office cars constructed for any railroads. These cars would see little use as the Post Office would soon shut down RPO service and transfer the first class mails to the airlines.

BAGGAGE 60’ RAILWAY POST OFFICE CARS Budd Company August – September 1962 (Built for and assigned to General Service)

5903 – 5911

TTFN Al

[siberianmo]

Hi Al 'n Pete!

"Reporting in" from Brantford, Ontario, Canada! Appreciate your efforts in keeping the Thread "up on the page" once again!

Sorry to see your Pix didn't come up - Pete - looks like PhotoBuck "strikes again!" One thing about that system is you cannot edit anything with a photo that has been Posted without causing it to disappear. Have to reload it . . . That may be the culprit.

20 Fingers Nice "theme" supplemental info on the Union Pacific! [tup][tup]

Okay - gotta go - having a bit of trouble with the hotel internet connection . . .

Tom [4:-)] [oX)]

[trolleyboy]

Howdy folks. Good to see an exchange of UP info today [tup] thanks for adding traction to the title Tom, tthat just may open up the floodgates eh ? [swg]

Here's a blast from the past



The old hamilton and Brantford radial line at the coner of Gage and Wentworth in Hamilton Ontario c1925 ( from the HCRY collection )

enjoy Rob