A Classic REAL Trains 'n Traction FOTO site!

[passengerfan]

Tom Knowing How you like Domes just thought I would mention the GM Train of Tomorrow first ran on the MONON between chicago and French Lick where it was first displayed. Yet the MONON never purchased a dome.

TTFN Al

[siberianmo]

G'day!

Let's begin the day where we left off - The Train of Tomorrow!

GM Train of Tomorrow


GM Train of Tomorrow (model)


Enjoy! [tup]

Tom[4:-)] [oX)]

[passengerfan]

A little more information on the GM Train of Tomorrow
by Al
On July 23, 1945 4714 SILVER DOME made its debut, operating to Minneapolis in CB&Q train #45 from Chicago.
At the same time CB&Q train #45 was departing Chicago that morning a press conference was being held by GM Vice-President Mr. Cyrus Osborn in Chicago announcing that GM and Pullman Standard had teamed up and were going to build the TRAIN OF TOMORROW as a demonstration train for the country to see.
General Motors itself was impressed enough with the dome idea it was turned over to there design & styling department and Mr. Harley Earl vice-president (famous for the Buick portholes) of styling turned to his staff and turned the idea into three ten foot models complete with clay passengers and crew members to fill them. Thus was born the GM TRAIN OF TOMORROW. These models went on display in 1945 and were exhibited to many railroad presidents and the reaction of these top Railroad executives led to GM awarding a contract to Pullman Standard for four Astra-Dome cars to be pulled by a new matching General Motors EMD E7A unit. The order called for Pullman Standard to build one each Astra-Dome Cars of four car types.
First was an Astra-Dome Coach with seating for 48 on the main car level with bathrooms located beneath the dome, the dome itself seated 24, this car was named STAR DUST.
The second car in the GM TRAIN OF TOMORROW consist was an Astra-Dome dining car with seating at tables for eighteen in the dome arranged three tables for four on one side and three tables for two on the other. The main floor dining room of SKY VIEW as the Astra-Dome dining car was named seated 24 on the main level. The seating in the main dining room on the main level of the car to the rear of the dome dining room was arranged with four triangular tables for four on one side and four triangular tables for two on the other side. The Kitchen was located at the other end of the cars main floor. Food prepared in the Kitchen located in the cars forward main level area traveled by an electric Dumbwaiter at the front of the dome to the smart waiter (the one who received the tips) in the dome. Beneath the dome in the depressed area of SKY VIEW was located a private dining room for ten passengers. Total dining accommodation was provided for 52.
The third Astra-Dome was a sleeping car, providing 24 seats in the dome, the same as the coach. The sleeping accommodation of DREAM CLOUD as the car was named was unusual providing two three berth Drawing Rooms forward of the dome on the main level, beneath the dome was three compartments. On the main level to the rear of the dome was the location for eight duplex roomettes. Thus as a sleeping car Astra-Dome DREAM CLOUD was built with a maximum sleeping car capacity of twenty. The DREAM CLOUD never operated in revenue service as a sleeping car instead after sale to the Union Pacific along with the other three Astra-Dome cars that comprised the TRAIN OF TOMORROW it served as a parlor car. All space was sold at parlor car rates in DREAM CLOUD on its daily Portland-Seattle round trips.
The fourth Astra-Dome in the GM TRAIN OF TOMORROW was a Lounge Observation, again with 24 seats in the dome. This car MOON GLOW featured 44 lounge seats in singles and sofas on the main level and beneath the dome and two bars served the cocktail lounges ahead of and beneath the dome. The area of the main level to the rear of the dome in the beautifully rounded Observation end was strictly a lounge area.
Honors for the first factory built dome coach, dome diner, dome sleeping car, and dome lounge observation went to Pullman Standard. For it was Pullman Standard who designed and built the entire GM TRAIN OF TOMORROW Astra-Dome ASTRA-LINER and proved the concept of the depressed main level section beneath the dome was feasible and had the necessary strength and robustness for railroad use. Ironically Pullman Standard would never build another dome sleeping car or dome dining car, at least not one with kitchen facilities anyway.
The beautiful blue and stainless steel ASTRA-LINER TRAIN OF TOMORROW was first displayed outside Chicago’s Soldier Field May 28, 1947. Two days prior to its public debut at Soldier Field May 26-27, 1947, the TRAIN OF TOMORROW made its first test sortie operating a 560 mile round trip over the Chicago, Indianapolis and Louisville (Monon) to their famous French Lick resort in Indiana from Chicago and return. Ironically the Monon that hosted the GM TRAIN OF TOMORROW on this test run would never own a dome.
After a week in Chicago on public display the GM TRAIN OF TOMORROW departed on a 65,000-mile exhibition tour of the country visiting every major city in the United States that had the necessary clearances for the extended height cars. The exhibition tour was completed in December 1949 and the train sat outside Pullman Standard in Chicago until March 1950.
In April 1950 the GM TRAIN OF TOMORROW complete with EMD E7A 765 was sold to the Union Pacific. After being repainted into UP Streamliner colors of yellow, gray and red in Omaha the train was prepared for another exhibition tour. This time the tour traveled to Los Angeles as part of a CITY OF LOS ANGELES consist out of Omaha. After display in Los Angeles the former GM TRAIN OF TOMORROW consist departed Los Angeles in another CITY OF LOS ANGELES consist for its new home of Portland, Oregon operating in that train as far as Salt Lake City. From Salt Lake City to Pocatello the cars traveled in the BUTTE SPECIAL. From Pocatello via Boise and La Grande the cars traveled in one of the CITY OF PORTLAND consists before arrival in its new Oregon home base.
On June 18, 1950 the cars of the former TRAIN OF TOMORROW were integrated with the other cars of UP pool train 457 and departed Portland for Seattle becoming the first dome equipped train to enter scheduled service in the Pacific Northwest. Train 457 and 458 would be the shortest scheduled dome route in the United States. Leading 457 that day was UP EMD E7A unit 988 the former TRAIN OF TOMORROW 765. Unfortunately the UP charged a premium to ride in any of the dome cars operated in trains 457-458.
But even before the former GM TRAIN OF TOMORROW entered UP service the CB&Q and three other railroads the MP, D&RGW and WP had debuted new Vista-Dome streamliners of there own to the rail traveling public.

TTFN Al

[siberianmo]

G'day!

Here's something that we've seen before - previously provided by Lars some months ago . . . .

QUOTE: The central idea for this train originated with General Motors in 1944, and subsequent practical suggestions from railway officers and transportation experts were combined in a four-car Astra Dome train which included an Electro-Motive 2,000-hp. Diesel locomotive, one chair car, one sleeper, one dining car and one observation-lounge car. Electro-Motive engineers of the Pullman-Standard Car Manufacturing Company developed detail engineering designs with the help of GM stylists and built the cars.

The E.- M. 2,000-hp. Diesel locomotive was 71 ft. long and had a loaded weight of 318,000 lb. Each of the cars was 85 ft. long.

The chair car had a weight of 147,000 lb. and a seating capacity of 72, including the Astra Dome.

The dining car had a weight of 160,000 lb. and seating capacity of 52, including 18 in the Astra Dome and 10 in the private dining room. The total refrigeration space supplied in the car was 111 cu. ft., and had ice-making capacity of 225 lbs of ice cubes in 24 hr.

The sleeping car had a weight of 150,000 lb. and passenger capacity of 24 sitting and 20 sleeping, exclusive of 24 seats in the Astra Dome. This car was designed with two three-berth drawing rooms, eight duplex roomettes for single occupancy, and, under the dome, 3 compartments, each with 2 lengthwise lower berths.

The observation car had a weight of 141,000 lb. and seating capacity of 68. The car was designed with a rear main lounge, cocktail lounge, lower bar and Astra Dome.

The total length of the train, including the locomotive, was 411 ft.; car heights, rail to Astra Dome roofs, 15 ft. 6 in.; empty weight, 920,000 lb.; loaded weight, 977,000 lb.; exterior finish, steel and glass, blue and silver; interior finish, metals, wood plastics and fabrics in 37 colors; total passenger capacity, 216.

The exterior of the train was finished with a glistening blue-green on its sides and roof, punctuated by decorative moldings and sheathing below the windows which had a bright, silver finish.

Finally, after the war, General Motors ordered the four-car demonstrator set from Pullman. The all-dome train was delivered in May 1947 and toured the country as the GM "Train of Tomorrow". The consist went on exhibition tours totalling 65,000 miles. After the tour ended in 1950, the Union Pacific purchased the equipment for it's contribution to pool service in the Seattle-Portland run with NP & GN. (from: www.trainweb.org)

Later! [tup]

Tom[4:-)] [oX)]

[BudKarr]

Good Day Captain Tom (morning where I am!)

Just stopped by to offer my support. While I have nothing for your "theme" here - I do have an offering for the Nickel Plate, which was recently discussed here and is the current "theme" at the bar.


Nickel Plate 1934 schedule cover




Nickel Plate 1944 schedule cover




Nickel Plate 1948 schedule cover


Want to see the remainder [?] Visit the bar! [tup]

BK in Alberta, Canada's high mountain country!

[siberianmo]

G'day!

Nice spread, BK and even better over at the bar! [tup]

Here's one more on the "theme" over here . . . .


GM Train of Tomorrow (foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

To put a wrap on The Train of Tomorrow for me, here's one more . . . .


Train of Tomorrow - Moon Glow
(courtesy: www.trainweb.org - foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

The GM Train of Tomorrow Domes in UP service
by Al

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.

TTFN AL

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #40

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


Illinois Terminal (IT)



Headquarters: St. Louis, MO

Mileage in 1950: 462

Locomotives in 1950:

Steam: 14
Diesel: 18
Electric: 38
Battery Diesel-electric: 2
Battery trolley: 1
Diesel trolley 1

Rolling stock in 1950:

Freight cars: 1,868
Passenger cars: 63

Principal routes in 1950: (Illinois, except as noted)

St. Louis, MO-Peoria
Springfield-Danville
Decatur-Mackinaw Jct. via Bloomington
Alton (Federal)-East St. Louis via Edwardsville
Alton- (Federal)-East St. Louis via Granite City
Venice-Grafton via Mitchell
Troy Jct.-O’Fallon

Passenger trains of note:

Capitol Limited (St. Louis-Peoria)
City of Decatur (St. Louis-Decatur)
Fort Crevecoeur (St. Louis-Peoria)
Illini (St. Louis-Champaign)
Illmo Limited (St. Louis-Peoria
Mound City (St. Louis-Peoria)
Owl (St. Louis-Peoria)
Peoria Flyer (St. Louis-Peoria)
St. Louis Flyer (Peoria-St. Louis)
Sangamon (St. Louis-Peoria


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

ILLINOIS
TERMINAL
(IT)
Streamlined Dining & Lounge Cars
by Al

Following WW II the Illinois Terminal like many railroads was in need of new passenger equipment. He equipment it owned had seen years of use and deferred maintenance throughout the war years had not helped. As the war neared its end the IT ordered three trains from St. Louis Car Company. Two of these trains would be three car trains and the third would be a two-car train. This would be the Illinois terminals one and only venture into streamlined trains. Because the Illinois Terminal was nothing more than and electric traction line the cars would all be powered drawing their electricity from overhead trolley wires.
The first new train named the MOUND CITY the two-car train entered service first between St. Louis and Peoria. Instead of being bi-directional the trains required turning at each terminal. At St. Louis this required each car being turned individually using hostler controls. The two three car trains followed soon after in 1949 first the FORT CREVECOEUR operating between St. Louis and Peoria followed by the CITY OF DECATUR between St. Louis and its namesake city. The first car in each train featured a control cab in the shovelnose front end a small baggage compartment and 44- coach seats. The second car in the two three car trains was a 56-seat coach. The last car in all three trains was a Buffet 21-seat parlor observation. These latter cars were named and numbered 350-LOUIS JOLIET, 351-SHADRACH BOND, and 352-PIERRE LACLEDE. The two-car train was soon renamed and placed in St. Louis-Decatur service as the SANGAMON. All passenger services ended by 1956 and the cars were sold to a St. Louis scrap dealer who held onto the cars for a number of years hoping to find a buyer before giving up and finally scrapping the cars.

MU BUFFET 21-SEAT PARLOR OBSERVATIONS St. Louis Car Company October 1948 – April 1949 (Built for streamlined passenger services operated by the Illinois Terminal)

350- LOUIS JOLIET

351-SHADRACH BOND

352-PIERRE LACLEDE

TTFN Al

[siberianmo]

G'day!

Here's something that might tweak both Rob 'n Art . . . .


IT #122 - (courtesy: donsdepot.donrossgroup.net -
foto credit: unknown)



Later! [tup]

Tom[4:-)][oX)]

[BudKarr]

Good Afternoon Captain Tom

Just stopped by on my way home from brunch at the bar. I see you are challenging one and all with your "theme" for this day. I am enjoying the information, but once again fall far short of being able to contribute anything other than my expression of thanks for this idea of yours.

As I have said a few times here, I am indeed suprised that this site has maintained since so few participate. A tribute to you, Al - Lars - Rob and Art for keeping it going over these past several weeks. [tup]

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

[siberianmo]

G'day!

Good to see ya BK - thanx for the support! [tup] Nice Pix spread over at the bar, too! [tup]


IT #203 (courtesy: donsdepot.donrossgroup.net -
foto credit: unknown)


Later!

Tom[4:-)] [oX)]

[artpeterson]

Another go-back, please; once again, to CNW. Thought you'd enjoy the mix of equipment in this view taken in August 1969 by Mac Sebree. He was standing on the EB platform of the Clinton/Lake "L" station looking down on CNW station. That's the "Commuter 400" a few tracks over.




Art

[siberianmo]

G'day!

Always quality stuff from you, Art! [tup] I'd love to be in a place where active railroading was still the "norm." [sigh]

Okay - back to the Illinois Terminal . . .

IT #101 (courtesy: donsdepot.donrossgroup.net -
foto credit: unknown)


Later! [tup]

Tom[4:-)][oX)]

[siberianmo]

G'day!

And another . . . .



IT #234 - party car trailer (courtesy: donsdept.donrossgroup.net -
foto credit: unknown)



Later!

Tom[4:-)] [oX)]

[passengerfan]

ILLINOIS
TERMINAL
By Al

The Illinois Terminal purchased eight streamlined pieces of equipment for their passenger services between St. Louis and Decatur and St. Louis and Peoria. All cars were powered by overhead electric wire received through trolley poles. The eight streamlined cars were comprised of three Cab units with a small baggage area and 40 revenue coach seats. The second car in each of the two three car streamlined trains was a 52 revenue seat Coach. The third car in the two three car streamliners and the second car in the lone two-car train was 21 seat Parlor Buffet 8 seat Dinette Observations. The three Cab Cars were numbered 300-302; the two intermediate cars were 330, and 331. The three Parlor Buffet Observations were numbered and named 350 LOUIS JOLIET, 351 SHADRACH BOND, and 352 PIERRE LACLEDE.
The two-car train named the CITY OF DECATUR entered service between St. Louis and Decatur by way of Springfield on November 7, 1948.
The first of the two three car trains to enter service was named the FORT CREVECOEUR and entered service February 27, 1949 between St. Louis and Peoria.
The second three-car train entered St. Louis – Peoria service on April 10, 1939 and was named the MOUND CITY.
On September 24, 1950 the original two car CITY OF DECATUR train set was transferred to Chicago – Peoria service and renamed SANGAMON at that time.
The streamlined cars were built by St. Louis Car Company and delivered to the IT between October 1948 and April 1949. These cars were the last passenger equipment operated by the IT and probably never recovered their costs before being sent to scrap in St. Louis.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #41

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

Lehigh Valley Railroad (LV)



Headquarters: New York

Mileage in 1950: 1,254

Locomotives in 1963:

Diesel: 210

Rolling stock in 1950:

Freight cars: 10,835
Passenger cars: 0

Principal routes in 1950:

Jersey City & New York City-Wilkes Barre, PA-Buffalo & Niagra Falls, NY (PRR tracks between Newark & Penn Station, NY)
Mountain Top-Pittston Jct., PA, via Avoca
Sayre, PA-Fair Haven, NY
Van Etten-Ithaca-Geneva, NY
Geneva-Auburn, NY
Ithaca-Canastota, NY
Rochester-Hemlock, NY
Sayre-Elmira & Horseheads, NY
Penn Haven Jct.-Hazleton-Mt. Carmel, PA
Towanda-Bernice, PA
South Plainfield-Perth Amboy, NJ

Passenger trains of note:

Black Diamond (New York City & Philadelphia-Detroit)
Maple Leaf (New York City-Toronto, ON)
The Star (New York City-Buffalo)
Asa Packer (New York City-Pittston & Hazleton)
The John Wilkes (New York City-Pittston & Hazleton)


Enjoy! [tup]

Tom [4:-)] [oX)]



ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

LEHIGH
VALLEY
Streamlined Coaches
By Al

The Lehigh Valley purchased a total of ten lightweight streamlined Coaches these were the only lightweight streamlined cars ever purchased by the Lehigh Valley. All ten of the coaches were built to the prewar so-called American Flyer design by Pullman Standard at their Worcester, Mass. Plant the old Osgood Bradley facility. The cars delivered between September and November 1939 were five 92 seat Coaches and five 82 seat coaches. The cars were all assigned to service in the BLACK DIAMONDS the daylight Lehigh Valley trains between Buffalo and New York City. The cars remained in service until passenger service ended on the Lehigh Valley in 1961.

92 REVENUE SEAT COACHES Pullman Standard (Worcester) September – November 1939 (Built for and assigned to BLACK DIAMOND)

1510 – 1514

82 REVENUE SEAT COACHES Pullman Standard (Worcester) September – November 1939 (Built for and assigned to BLACK DIAMOND)

1515 – 1519

[BudKarr]

Hello Captain Tom


Another check of the place simply to show some support!


Here's something that may be of interest:

Erie Lackawana E8 #820 (photo: Peter Vander Veld)


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

[LoveDomes]

Hiya Cap'n Tom!

Hot out your way,huh [?] I think the Earth is about to melt . . . no joke.

Nice stuff from you Art 'n Al . . . . seems like we're running more than one "theme" per day 'round here - which is FINE - just can't tell the players without a scorecard! [swg]

Anyway, what's with my "bookend" up their in the mountain air [?] Nice shot - but aren't we talking about the Lehigh Valley [?] I think his research department is either working too hard, or hardly at all! [swg]

Here's my offering for the day . . .

Lehigh Valley (from: www.lvrr.com - photo: Frank Czajkowski)


Until the next time!


Lars

[siberianmo]

G'day!

Now, now Lars be kind to your "bookend" - after all, what's more important than TRYING [?] [swg] Thanx, BK - I KNOW your heart is in the right place! [tup]

So, here's something for the rather difficult "theme" I presented to one and all today:


Lehigh Valley Alco (courtesy: www.lvrr.com - foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #42
The finale of this series

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

Gulf, Mobile & Ohio (GM&O)



Headquarters: Mobile, AL

Mileage in 1950: 2,900

Locomotives in 1963:

Diesel: 246

Rolling stock in 1963:

Freight cars: 13,933
Passenger cars: 135

Principal routes in 1950:

Chicago-Springfield-East St. Louis, IL & St. Louis, MO-Corinth-Meridian, MS-Mobile, AL
Springfield-Kansas City, MO
Bloomington-Murrayville, IL
Dyersburg, TN-Union, MS-Mobile, AL
Meridian-New Orleans
Artesia, MS-Montgomery, AL
Memphis, TN-Birmingham, AL (Southern rights between Memphis-Corinth, MS; and IC rights Corinth-Birmingham)
St. Louis-Mexico, MO (Terminal Railway Assn., rights East St. Louis-St. Louis; CB&Q rights St. Louis-Mexico)
Godfrey-Roadhouse, IL
Springfield-East Peoria, IL
Dwight-Washington & Lacon, IL

Passenger trains of note:

Alton Limited (renamed “The Limited”; Chicago-St. Louis)
Abraham Lincoln (Chicago-St. Louis)
Ann Rutledge (Chicago-St. Louis)
Midnight Special (Chicago-St. Louis)
Prairie State Express (St. Louis-Chicago)
The Mail (Chicago-St. Louis)
Gulf Coast Rebel (St. Louis-Mobile & Montgomery, AL)
The Rebel (St. Louis-New Orleans, LA)
Night Hawk (St. Louis-Kansas City)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[artpeterson]

So you guys like the challenge of the obscure, eh? How about Charleston & West Carolina? Here's GP7 201 with train at Allenville, SC in January 1954. The original slide was taken by WB Cox. Love that purple and silver, even on a geep!

Art

[siberianmo]

G'day!

Nice shot Art and yes, that livery is great looking - better on an E7 or E8, but fine as is! [tup]

Gotta ask - how are you preparing your Pix for use here [?] Reason I ask is that the enlargements are ridiculously large!

PhotoBucket provides two ways of "doing" the transfer - First is to right click on the smaller image in your PhotoBucket album - go to properties, copy the URL and paste it here.

Second is to click the smaller image in your PhotoBucket album - that brings up a larger image there - then right click the image, go to properities, copy the URL and past it here.

One of the two processes - and my guess it is the latter - is causing these enlargements at the Thread to go bonkers.

Curious minds need to know! [swg]

Tom[4:-)] [oX)]

[artpeterson]

Hi Tom -

Yes, I saw those images would go hideously large when clicked on; not at all sure why it's crept in now. What I've been doing all along (even before the gross over-enlargements began appearing) is to click on the box next to the image in Photobucket, then go to the "generate HTML" command and then right click "copy" on the IMG string, do the paste in the "reply" area of the forum, etc.

Art

[BudKarr]

Good Afternoon Captain Tom

[wow] Far too much info for me! [swg] Must be "tech day" over here, eh [?] [swg]

Just checking in - no Al [?] Well if he has not provided anything for the Gulf, Mobile & Ohio, I surely cannot! <grin>

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

[passengerfan]

GULF
MOBILE
&
OHIO
/
GULF
MOBILE
&
NORTHERN
Streamlined Coaches
by Al

The GM&O would own seven streamlined consists that carried coaches, of these seven consists three were owned by the GM&N before it became part of the GM&O on September 13, 1940 these were the REBELS, overnight trains in each direction between New Orleans and Jackson, Tenn. With a connecting service to and from Mobile. Two were owned by the Alton the ABRAHAM LINCOLN and ANN RUTLEDGE between St. Louis and Chicago before that road was merged by the GM&O May 31, 1947. The last two streamlined trains were introduced by the GM&O on October 27, 1940 these were the GULF COAST REBELS between East St. Louis and Mobile.
The GM&N gave the south their first streamlined trains the REBELS inaugurated July 10, 1935 between New Orleans and Jackson, Tenn. The REBELS provided overnight service between terminals with both coach and sleeping car accommodations. Similar in appearance to the Burlington ZEPHYRS except for the fact they were not constructed of stainless steel nor were they articulated. These Raymond Loewy designed three car trains with their Red and Silver paint scheme really did resemble the ZEPHYRS. Many have speculated this was deliberate by Raymond Loewy so the new REBELS would benefit from the ZEPHYR publicity. The REBELS operated in the south and since this part of the country was still very much racially divided the coaches of the new REBEL trains 372 and 373 were racially divided. The cars were divided at there side entrance doors with that section forward of the doors the Black section with seating for 24 and a pair of rest rooms. The White section to the rear of the center doors featured seating for 38 with a pair of rest rooms and a Buffet. The Buffet was for service at ones seat. The northbound REBEL from New Orleans carried an extra coach as far as Jackson, Mississippi where it was set out each night and returned to New Orleans the next morning in the southbound REBEL. This car number 374 was also a divided coach with a 24 seat Black section and a pair of rest rooms. The white section not having a Buffet was somewhat larger than the other coaches and seated 47 with a pair of rest rooms. Each REBEL featured a Shovelnose power unit with control stand engine room 15’ Railway Post Office Compartment and Baggage Compartment. The last car in each REBEL was a Sleeper Lounge Observation.

SHOVEL-NOSE POWER CAB ENGINE ROOM 15’ RAILWAY POST OFFICE BAGGAGE COMPARTMENT American Car & Foundry June 1935 (Built for and assigned to REBELS)

352 353


62 REVENUE SEAT DIVIDED COACHES WITH BUFFET American Car & Foundry June 1935 (Built for and assigned to REBELS)

372 373

71 REVENUE SEAT DIVIDED COACH American Car & Foundry June 1935 (Built for and assigned to REBELS)

374

STATEROOM 6 SECTION 18 SEAT LOUNGE OBSERVATIONS American Car & Foundry June 1935 (Built for and assigned to REBELS)

395 396

A new REBEL connecting service began January 16, 1938 between Mobile, Alabama and Union, Mississippi. Where a through car was added to the northbound New Orleans – Jackson, Tennessee REBEL. The southbound REBEL from Jackson the following morning set out an identical car at Union to be forwarded to Mobile. The new expanded REBEL service required one additional shovelnose power RPO Baggage Unit number 354 identical to the earlier two. And the two through cars 380 and 381 built for this service featured two compartments with seating for 20 each and six Pullman sections.

SHOVEL-NOSE POWER CAB ENGINE ROOM 15’ RAILWAY POST OFFICE BAGGAGE UNIT American Car & Foundry January 1938 (Built for and assigned to Mobile – Union REBEL connection)

354

40 REVENUE SEAT DIVIDED COACH 6 SECTION SLEEPING CARS American Car & Foundry January 1938 (Built for and assigned to Mobile – Jackson REBEL service)

380 381

After the Mobile & Ohio and Gulf Mobile & Northern merger into the Gulf Mobile & Ohio took place on September 13, 1940 there were some major changes that occurred in their passenger services and to some of the passenger trains. The first of these changes was the discontinuance of the Mobile – Jackson REBEL service on October 29, 1940. This was due to the introduction of all new streamlined GULF COAST REBELS on October 29, 1940 between East St. Louis and Mobile, Alabama. The new GULF COAST REBELS two five car consists consisted of streamlined heavyweight cars powered by new diesel passenger units. The railroads Iselin, Tennessee shops streamlined nine heavyweight cars for the two consists of the GULF COAST REBELS. The two Pullmans one for each consist were heavyweights streamlined by Pullman at their Calumet, Mich. Shops to match the other cars. Each consist was trainlined as follows:

270 ALCO DL-109 2,000 HP Diesel Passenger Cab Unit

32 Baggage 30’ Railway Post Office Car

63 Baggage Car

327 6 Crew Dormitory 48 Revenue seat Coach

101 8-seat Lunch Counter 24 Revenue seat Coach

DEEP SOUTH Streamlined heavyweight 8 Section 1 Drawing Room 3 double Bedroom Sleeping Car

SECOND CONSIST

271 ALCO DL-109 2,000 HP Diesel Passenger Cab Unit

33 Baggage 30’ Railway Post Office Car

65 Baggage Car

328 6 Crew Dormitory 48 Revenue seat Coach

102 8-seat Lunch Counter 24 Revenue seat Coach

SHOW ME Streamlined heavyweight 8 Section 1 Drawing Room 3 Double Bedroom Sleeping Car

The new GULF COAST REBELS looked quite dashing in the Silver and Red paint scheme they were delivered in.

BAGGAGE CARS Heavyweights streamlined by GM&O Iselin Shops October 1940
(Rebuilt and assigned to GULF COAST REBEL)

63 65

BAGGAGE 30’ RAILWAY POST OFFICE CARS Heavyweight Stream-lined by GM&O Iselin Shops October, 1940 (Rebuilt for and assigned to GULF COAST REBEL)

32 33

6 CREW DORMITORY 48 REVENUE SEAT COACH Heavyweights Streamlined by GM&O Iselin Shops October 1940 (Rebuilt for and assigned to GULF COAST REBEL)

243 327 328

10 SEAT LUNCH COUNTER 10 SEAT LOUNGE 24 REVENUE SEAT COACHES Heavyweights stream-lined by GM&O Iselin Shops October, 1940 (Rebuilt for and assigned to GULF COAST REBEL)

101 102

8 SECTION 1 DRAWING ROOM 3 DOUBLE BEDROOM SLEEPING CARS Heavyweights stream-lined by Pullman Standard Calumet Shops October, 1940 (Rebuilt and stream-lined for GULF COAST REBEL)

DEEP SOUTH

SHOW ME

On April 5, 1942 the GM&O launched a new REBEL service between East St. Louis and New Orleans using the REBEL equipment from 1935 and 1938. Since this service required three sets of equipment some remodeling of these cars was necessary to makeup the three nearly identical consists. The three Coaches 372-374 were remodeled to 6 Seat Lunch Counter 54 Revenue seat Coaches and the following names were added to their numbers 372 FRENCH QUARTER, 373 BLACK GOLD, and 374 FOREST PARK. The Coach Section Sleeper number 380 was remodeled to a 64 seat divided coach and assigned to the REBELS as the New Orleans – Jackson, Mississippi car traveling north in the evening and south in the morning. The other Coach Section Sleeper 381 was extensively remodeled to 6 Section 1 Stateroom 16 seat Lounge Car for assignment as the third consists last car. After the rebuilding car 381 was given the name SMOKELESS CITY. The other two Sleeper Lounge Observations retained their original numbers but the following names were added 395 OL’ MAN RIVER and 396 KING COTTON.
The above cars were all repainted in the Alton’s Red and Maroon color scheme after the merger into the GM&O system May 31, 1947. With the merger the GM&O no longer terminated the REBELS in East St. Louis then busing passengers into St. Louis proper but instead operated the REBELS to and from St. Louis Union station. The two Alton streamliners ABRAHAM LINCOLN and ANN RUTLEDGE were previously covered in an earlier chapter. The Alton had placed an order for 11 new postwar coaches before the merger and these 68 seaters arrived from American Car & Foundry in November – December 1947. These were the last new coaches purchased by the GM&O and they were assigned to general service and could be found operating in the ABRAHAM LINCOLN, ANNE RUTLEDGE, GULF COAST REBEL as well as the overnight Chicago - St. Louis MIDNIGHT.

68 REVENUE SEAT COACHES American Car & Foundry November – December 1947 (Ordered by Alton Delivered to GM&O assigned to GENERAL SERVICE)

3050 - 3060

TTFN Al

[LoveDomes]

G'day Cap'n Tom

My contribution for the day . . . .

GM&O #1073 Diner (from: www.trainweb.org - photo: B. Coolidge)



Until the next time!

Lars

[siberianmo]

G'day!

And a heavyweight for y'all . . . .


GM&O #50 Business car (courtesy: www.trainweb.org - foto: unknown)



Later! [tup]

Tom[4:-)] [oX)]