A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

PASSENGER TRAIN NOSTALGIA #5

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this poster out regarding the Canadian Pacific from 1886:



A Red Letter DAY

For – Canada

June 28, ‘86

… WHEN THE …

CANADIAN PACIFIC Railway

OPENS to the PACIFIC OCEAN

………. TRAIN LEAVES DAILY: ……….
Toronto, - - - - - - 5.00 p.m.
Montreal - - - - - - 8.00 “
Ottawa, - - - - - - 11.45 “
………. except Sunday ……….

OUR OWN LINE

………. FROM THE ……….
ATLANTIC to the PACIFIC

NO CUSTOMS – NO DELAYS – NO TRANSFERS –
LOW RATES – QUICK TIME

for further particulars apply to any Agent of the Company, or to
W. D. HUGHES, Traveling Passenger Agent
W. R. CALLAWAY, District Passenger Agent
………. 110 King Street West, Toronto ……….

W. C. VAN HORNE, Vice President
GEO. OLDS, Cust. Traffic Manager
D. McNICOLL, General Pass. Agent
………. MONTREAL……….


Enjoy! [tup]

Tom[4:-)][oX)]

[siberianmo]

Canadian Railways of the Past

Number Two: Northern Alberta Railways (NAR)




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


Northern Alberta Railways

Locale: Alberta, British Columbia

Reporting marks: NAR

Dates of operation: 1929 – 1981

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

Headquarters: Edmonton, Alberta


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


Predecessor railways

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

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

ED&BC

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

A&GW

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

CCR

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

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

PVR

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

Provincial ownership

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

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

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

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

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

Northern Alberta Railways

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

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

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

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

NAR completely dieselized its locomotive fleet by October 1960.

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

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

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

Canadian National Railway

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

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

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

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

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

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

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

References

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

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

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

Enjoy!

Tom [4:-)] [oX)]

Did you miss the first in the series[?] Click on the URL:
http://www.trains.com/community/forum/topic.asp?page=246&TOPIC_ID=35270



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

[siberianmo]

Canadian Railways of the Past

Number One: Canadian Northern Railway (CNoR)



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


Locale: Canada

Dates of operation: 1899 – 1918

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

Headquarters: Manitoba

The Canadian Northern Railway (CNoR) is a historic Canadian railway.

Manitoba beginnings

CNoR had its start in the independent branchlines that were being constructed in Manitoba in the 1880s and 1890s as a response to the monopoly exercised by Canadian Pacific Railway (CPR). Many of these branchlines were built with the sponsorship of the provincial government, which sought to subsidize local competition to the federally subsidized CPR; however, significant competition was also provided by the encroaching Northern Pacific Railway (NPR) from the south.

Two of these branchline contractors, William Mackenzie and Donald Mann, took control of the bankrupt Lake Manitoba Railway and Canal Company in January, 1896. Mackenzie and Mann expanded their enterprise in 1897 by building further north into Manitoba's Interlake district as well as east and west of Winnipeg. They also began building and buying lines south to connect the U.S. border at Pembina, North Dakota, and east to Ontario.

Connecting the Prairies to the Lakehead

The Canadian Northern Railway was established in 1899 and all railway companies owned by Mackenzie and Mann (primarily in Manitoba) were consolidated into the new entity. CNoR's first step toward competing directly with CPR came at the turn of the century with the decision to build a line linking the Prairie Provinces with Lake Superior at the harbour in Port Arthur-Fort William (modern Thunder Bay, Ontario) which would permit the shipping of western grain to European markets as well as the transport of eastern Canadian goods to the West. This line incorporated an existing CNoR line to Lake of the Woods and two local Ontario railways, the Port Arthur, Duluth and Western Railway and the Ontario and Rainy River Railway whose charters Mackenzie and Mann had acquired in 1897. To reach Port Arthur which became the lake terminus of the CNoR, the line extended south of Lake of the Woods into northern Minnesota before heading northeast through Rainy River District to the head of navigation on the Great Lakes. The Winnipeg-Port Arthur line was completed on December 30, 1901 with the last spike being driven just east of Atikokan station by Ontario's Commissioner of Crown Lands, Elihu J. Davis.

Throughout this time, Mackenzie and Mann had been busy expanding their prairie branch line network to feed the connection to Port Arthur. This network expanded in subsequent years to cover most parts of the prairies.

In 1914 the Canadian Northern Railway bought a 150 acre homestead north of Winnipeg on the shores of Lake Winnipeg. They purchased the land in order to develop a resort on Grand Beach.

Going it alone

In 1903 the federal government and Grand Trunk Railway (GTR) were seeking a 2nd transcontinental railway for Canada and approached Mackenzie and Mann to seek their co-operation. This effort was spurned and GTR and the federal government would go on to form a system composed of the Grand Trunk Pacific Railway (GTPR) and the National Transcontinental Railway (NTR).

Nationwide expansion

Mackenzie and Mann began their first significant expansion outside of the prairies with the purchase of Great Lakes steamships, railways into northern Quebec's Saguenay region and the acquisition of branchlines in southwestern Nova Scotia (the H&SW) and western Cape Breton Island. Other acquisitions were in southern Ontario and a connecting line was built from Toronto to Parry Sound.

In 1905, CNoR reached the newly formed provincial capital at Edmonton, Alberta. In 1908, a line was built east from a connection at Capreol, Ontario on the Toronto-Parry Sound line to Ottawa and on to Montreal. In 1910 a direct Toronto-Montreal line was built, as well as the start of construction on the line west of Edmonton through Yellowhead Pass to Vancouver, thanks to subsidies provided by the government of British Columbia. In 1911 federal funding was made available for completing the line from Montreal-Ottawa-Capreol-Port Arthur.

In 1912, with GTR and CPR holding the ideal southern routes around Mount Royal to downtown Montreal, CNoR started building a double-tracked mainline north by building the Mount Royal Tunnel under the mountain.

Obstacles in the Rockies

CNoR's initial expansion in the 1890s and 1900s had been relatively frugal, largely by acquiring bankrupt companies or finishing failed construction projects. By the 1910s, significant expenses were adding up from the construction north or Lake Superior and the Mount Royal Tunnel, but the largest costs were from building on "the wrong side" of the Thompson and Fraser rivers in the mountains of British Columbia. CPR already had trackage on the desirable eastern side, leading to the port of Vancouver, forcing CNoR to blast tunnels and ledges out of these canyons.

The most infamous construction folly on the CNoR in British Columbia happened in 1913 when blasting for a passage for the railway at Hells Gate triggered an enormous landslide which partially blocked the narrow swift-flowing Fraser River. The resulting damage to Pacific salmon runs took decades to reverse by the governmental construction of fishways.

In addition to difficult construction between Jasper and Vancouver, CNoR started construction west of Edmonton in 1910, fully two years later than GTPR, which had started construction east from Prince Rupert in the Skeena River, leading to Yellowhead Pass.

Bankruptcy and nationalization

The last spike of the CNoR transcontinental railway was driven January 23, 1915, at Basque, British Columbia. Freight and passenger service north of Lake Superior also started in 1915, resulting in a system between Montreal and Vancouver, with lines in Nova Scotia, Southern Ontario, Minnesota, and on Vancouver Island. Between 1915 and 1918, CNoR tried desperately to increase profits during the height of conflict in the First World War when the majority of wartime traffic was moving on CPR. The company was also saddled with ongoing construction costs associated with the Mount Royal Tunnel project.

CNoR was heavily indebted to banks and governments, and its profitable branchlines in the prairie provinces — "Canada's breadbasket" — would not generate enough revenue to cover construction costs in other areas. Unable to repay construction costs, the company requested financial aid. In exchange for funds, the federal government gained majority control of shares and CNoR was nationalized on September 6, 1918, when the directors of CNoR, including Mackenzie and Mann, resigned. The replacement board of directors appointed by the federal government forced CNoR to assume the management of federally-owned Canadian Government Railways (CGR). On December 20, 1918, a Privy Council order directed CNoR and CGR to be managed under the moniker Canadian National Railways (CNR) as a means to simplify funding and operations, although CNoR and CGR would not be formally merged and cease corporate existence until January 20, 1923, the date that CNR was formally consolidated. Legally, CNoR existed until 1956.

Remnants of CNoR today

Today, significant portions of the CNoR system survives under CN (as the CNR has been known since 1960); for example, the Mount Royal Tunnel and lines north to Saguenay, as well as most of the CN main line west from Toronto to Winnipeg, and from Yellowhead Pass southwest to Vancouver. The majority of CN's former CNoR branchline network across Canada has either been abandoned or sold to shortline operators. An important U.S. subsidiary of CNoR, the Duluth, Winnipeg and Pacific Railway forms part of a key CN connection between Chicago, Illinois and Winnipeg.

Retrieved from "http://en.wikipedia.org/wiki/Canadian_Northern_Railway"

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

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

Enjoy!

Tom [4:-)] [oX)]


waving flags credit: www.3DFlags.com

[siberianmo]

G'day!

This may be the finale for today . . . .


GN #1320 in Shelby, MT (1967)(courtesy: www.trainweb.com)


Tom[4:-)] [oX)]

[LoveDomes]

G'day Cap'n Tom

Just left the bar and saw the "light on" over here . . . a new guy has dropped in on us, huh [?] Nice writeup Bob [tup]

Navy man, huh [?] Me too - but a bit before you. Stop by the bar, as Tom mentioned - we always have room for another sailor! [swg]

So, what IS it with the Great Northern [?] Looks as if we cannot get away from this road. Then 20 Fingers breeched the levy with that post of his! <grin> So, lemme see what's in my bag o' tricks . . . .

GN #1323 (from: www.trainweb.org)


Thanks for the "heads up" Cap'n - things like that do have a way of getting "lost" with the enormous amount of stuff being posted on the Forums . . . [tup]

Until the next time!


Lars

[siberianmo]

READ THIS!

QUOTE: Bergie Posted: Today, 13:44:52
Content & Business Manager - Trains.com


Posts: 888
Joined: 22 Jan 2001
Location: US


As you may have heard by now, Trains.com is going through a complete redesign. The new site will launch sometime during the day on July 12 (most likely late afternoon). If you visit on July 12 and the site isn’t functioning, please be patience. Please note that our reader forums will be down July 10 – 12 as we prepare for the new launch of our site.

Please be sure your current Trains.com profile includes your up-to-date e-mail address as we will e-mail you on July 12 or 13 with details on how to re-register at Trains.com.

We appreciate your patience as we upgrade our site. We’re confident that you’ll be happy with the changes that we’re making and once you’ve gotten used to everything, you’ll be happier than ever before with your experience on our site. We know change can be difficult, but we’re certain you’ll find the change to be worth the effort.

Here’s an overview of the changes:

MAGAZINE SUBSCRIBERS

If you’re a subscriber to Model Railroader, Trains, Classic Toy Trains, Garden Railways, or Classic Trains...

By re-registering at the new Trains.com you will be able to not only keep your Trains.com profile up to date (including your forum profile, e-mail newsletter preferences, etc.), you will also be able to access information about your magazine subscriptions, any special issues or books you have on order, etc.

All your accounts – magazine subscriptions, e-mail newsletters, reader forums – will be tied together in one neat package.

Certain sites will have subscriber-only access areas. You must have a subscription to the magazine in question to access its subscriber-only areas. For example, a subscription to Trains doesn’t get you access to Model Railroader’s subscriber-only content.

Subscriber-only content includes:

Model Railroader: Product reviews will be accessible only by Model Railroader subscribers. The reviews will be posted prior to the magazine being shipped from the printer so you’ll see them before anyone else. Also, subscribers will be able to rate each product and leave feedback about the product (similar to many online retailer sites).

Trains: The Trains News Wire will be accessible only to Trains subscribers.

Classic Toy Trains: Over 300 product reviews and over 75 videos.

Garden Railways: Product reviews and select online extras.

Classic Trains: No subscriber-only content.


NON-MAGAZINE SUBSCRIBERS / REGISTERED USERS

If you’re not a magazine subscriber you’ll still have plenty to access at the new Trains.com. As in the past, the majority of our content doesn’t require registration.

Registered-users will receive:

Post questions in our reader forum.

Access to our Web cam.

Access to the Index of Magazines (a.k.a. Model Train Index).

Receive any of our four e-mail newsletters.


FORUM USERS

There will be a new forum software platform. However, other than getting familiar with the new bells and whistles, life should go on as normal. Here’s an overview of the changes coming to the forums...

Yes, the current forum content will be moved over in its entirety.

Yes, you will be able to keep your current username, although it will now be referred to as “screen name.” The last step of our re-registration process is unlocking your old forum screen name. (Again, you will receive an e-mail with instructions.) When you go through the process, you’ll be able to unlock your old screen name and get back to business.

Yes, your post count from our current forum will move with you to the new forum.

No, there won’t be stars tied to the number of posts you’ve accumulated. It’s quality over quantity.


PRIVACY

As always, we value the relationship we have with our customers. You won’t receive spam as a result of sharing your e-mail address with us.
--------------------
Erik Bergstrom
Content and Business Manager
Trains.com

Tom[4:-)] [oX)]

[siberianmo]

Greetings Bob!

Thanx for the fine contribution to our humble Thread on the Classic Trains Forum! That's the kind of thing this topic was designed to bring out . . . .

All of the points you mentioned brings back many, many good memories of train travel in my past . . .

You may be interested in my other Thread - "Our" Place - a cyber bar 'n grill where adults talk about all kinds of train-related things . . . and have some fun doing it! [tup]

Hope to see ya again! [tup]

Tom [4:-)] [oX)]

[rkbufkin]

June 1965. Train - The Manhatten Limited. Place -Harrisburg, PA. My first long distant train trip I can remember courtesy of the U.S. Navy going to bootcamp in Great Lakes, IL. Remember the roumette I was in. Yes they paid you to go first class. Wish I had gotten the name of the car but back then I didn't know or realize that sleepers had names. Probably a 10-6 Rapids cars. Remember going around Horseshor Curve in the evering and seeing an RF-16 on an empy coal train coming downgrade. Also remember seeing Alco FA's and or course numerious GP-9's. Dinner in the diner. Roast Beef, mashed potatoes with gravy and green beans and pie for dessert. My father and mother told me than when I was between 1 and 2 they went on the PRR to Indianand I wish I was old enough to remember that one. Probably behind steam since that would have been 1948 or 49 but the trip in 1965 was the one I remember most. Jump ahead to 1969. Same train leaviang the same place. Still in the navy and going to California for duty. Could only afford coach. PC train, dirty and really, really late arrival in Chicago. Was going to go AT&SF to San Diego but missed the train. Waited around and took UP City of LA instead. four 3 units 20 some cars. Great trip from Chicago to LA and also a good trip on Santa Fe San Diegan to San Diego.

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #9

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check these combined-advertisements out (from The Official Guide of the Railways – 1956)

Great Northern(GN)


GREAT NORTHERN Empire Builder-Western Star-Newest and Best to the Pacific Northwest

DIESEL AND ELECTRIC PASSENGER LOCOMOTIVES BETWEEN CHICAGO, ST. PAUL, MINNEPOLIS AND SEATTLE-PORTLAND.

THE EMPIRE BUILDER
CHICAGO, ST. PAUL, MINNEAPOLIS, SPOKANE, SEATTLE AND PORLAND with Direct Connections to and from TACOMA, BRITISH COLUMBIA AND CALIFORNIA

NO EXTRA FARE. ALL ACCOMMODATIONS RESERVED.

MODERN STREAMLINED EQUIPMENT.

Coach.
Great Dome Reclining Seat Coaches.
Ranch-Lounge.
Diner.
Sleepers.

Great Dome Luxurious Full Length Dome Lounge with colorful beverage lounge in lower section.

Note: specifics regarding car #, between and accommodations have been omitted.


GREAT NORTHERN Direct Route to Glacier National Park in Montana Rockies.

THE WESTERN STAR
CHICAGO, ST. PAUL, MINNEAPOLIS, GREAT FALLS, GLACIER PARK, SPOKANE, SEATTLE AND PORTLAND via St. Cloud with Direct Connections to and from TACOMA, BRITISH COLUMBIA AND CALIFORNIA and Direct Connections at GREAT FALLS and from HELENA AND BUTTE

MODERN STREAMLINED EQUIPMENT.

Reclining Seat Coach.
Day-Nite Reclining Seat Coaches.
Dining Car.
Coffee Shop Car.
Pullman Sleeping Cars.

Observation-Lounge.

Note: specifics regarding car #, between and accommodations have been omitted.


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Good grief - what IS it about brevity that escapes 20 Fingers grasp [?] <grin> My eyes have waved the white flag and only half way thru that one . . . [swg]

Seems like we can't get away from the Great Northern - no matter what the livery. Anyway, a might fine road that surely occupies a revered place in American RR history.

Check this one out - see before on these pages . . .

GN SD45 #400 "Hustle Muscle" (www.gnrhs.org - foto credit: unknown)



Later! [tup]


Tom[4:-)] [oX)]

[passengerfan]

GREAT
NORTHERN
Streamlined Coaches
by Al

The Great Northern Railway was the crowning achievement of James J. Hill known as the Empire Builder. Here was one railroad baron that was known around the world and that at one time his influence was felt from the Orient to Buffalo, with the GN owning and operating steamships between Duluth-Superior and Buffalo on the Great Lakes. The Railway itself operated from St. Paul – Minneapolis, Duluth – Superior to Winnipeg in Manitoba and to Seattle in Washington State along the shores of Puget Sound. From Seattle the GN operated trains north to Vancouver, B. C. and south to Portland. At one time the Great Northern operated steamships from Seattle to the Orient. In cooperation with the Northern Pacific they owned steamships operating from the mouth of the Columbia River at Flavel, Oregon to San Francisco faster than the rival Southern Pacific route could transport passengers between Portland and San Francisco.
The Great Northern would operate streamlined trains or semi-streamlined passenger trains between the following city pairs. Chicago-Seattle, St. Paul – Winnipeg, St. Paul – Duluth, St. Paul – Fargo, St. Paul – Grand Forks, Billings – Great Falls, Butte – Great Falls, Havre – Great Falls, Seattle – Portland, Seattle – Spokane, and Seattle – Vancouver.
The Great Northern Railway’s most famous train was named for James J. Hill and simply called the EMPIRE BUILDER. This train replaced the ORIENTAL LIMITED as the premier train of the Great Northern between Chicago and Seattle –Portland beginning June 11, 1929 when it was introduced as the finest all Roller-Bearing equipped train in America. The promotional advertising said all new but that referred to the first class section of the train only, the Coaches were 78 revenue seat cars delivered to the Great Northern in 1914 for the ORIENTAL LIMITED. The only thing new about these cars was the EMPIRE BUILDER name in the letter boards and the trucks that had been re-equipped with Roller Bearings. The EMPIRE BUILDERS tourist sleeping cars were also older cars repainted and refitted with roller bearings on all axles.
The first true sign of luxury for the coach passenger of the Great Northern came in the late spring of 1937 with the delivery from Pullman Standard of twelve 58-revenue reclining seat coaches 938 – 949. These twelve cars have had railroad passenger car historians scratching their heads ever since. The controversy surrounding these coaches is whether they should be classed as streamlined, semi-streamlined or hybrids. Those leaning toward streamlined point to the squared off car ends, streamlined roof profile, single vestibule with folding steps, tight fitting steel Dutch doors, modern reclining seats, pull down window shades, and clean smooth appearance. Those of the semi-streamlined school of thought maintain that the cars ran on six wheel heavyweight style trucks, were riveted instead of welded together, and the windows were quite small like most heavyweight cars of the period but they could not be opened. The third group of passenger car historians point out that the arguments put forth by the Semi- Streamlined leaning group of historians and the streamlined leaning group of passenger car historians are both correct so therefore they are hybrids. In any event whether the coaches were streamlined, semi-streamlined or hybrids they were assigned two per consist to each EMPIRE BUILDER. One was a Chicago – Seattle car the other a Chicago – Portland car forwarded between Spokane and Portland by the SP&S.

58 REVENUE SEAT COACHES Pullman Standard April – May 1937 (Built for and assigned to EMPIRE BUILDER)

938 – 949

One additional streamlined coach was received by the Great Northern in January 1942; the last streamlined passenger cars delivered to the GN until after WW II in 1947. This car was one of three constructed by Pacific Railway Equipment Company with an experimental pendulum suspension system. Each of the three pendulum coaches constructed had different seating capacities. All three of the cars were delivered to the owning roads painted silver; this was fine for the CB&Q and AT&SF who already owned a number of stainless steel cars. For the GN whose other passenger cars at that time were painted Pullman Green it wasn’t hard to spot the 999 in any train it was assigned to. Sometime during WW II the 999 was repainted Pullman Green to match the rest of the GN passenger cars. The AT&SF pendulum Coach seated 58 and was numbered 1100. The CB&Q pendulum Coach seated 60 and was the only one of the three to have a name as well as a number 6000 SILVER PENDULUM. The Great Northern pendulum coach seated 68 and was numbered 999. All three of these experimental cars had long careers for they’re owning roads. The AT&SF 1100 was based in Los Angeles and operated as an extra car in SAN DIEGAN service. The CB&Q 6000 SILVER PENDULUM was assigned to general service and spent many years operating behind one of the roads doodlebugs in Missouri. The Great Northern repainted the 999 in 1947 to the new EMPIRE BUILDER colors of Omaha Orange, Pullman Green with Dulux Gold striping, in fact for a few years it even carried the EMPIRE BUILDER name in its letter boards. The GN even shopped the 999 in the 1950s and squared up the rectangular shaped windows it was built with giving it an even more distinctive appearance. It spent most of its operational career as an extra car in the INTERNATIONALS between Seattle and Vancouver or in the GN Seattle-Portland pool train. The author finds it interesting that all three roads that purchased the experimental pendulum coaches would one day be merged.

68 REVENUE SEAT COACH Pacific Railway Equipment Company January 1942 (Built with experimental suspension system sold to GN for general service)

999

The Great Northern was anxious to streamline the EMPIRE BUILDER but for the interruption of WW II there is every indication that this train would have been streamlined three years earlier than it actually was. As no new passenger cars could be constructed for the duration of the war, this gave GN more time to plan for the streamlined diesel powered EMPIRE BUILDERS. In the late summer of 1943 Great Northern Passenger department officials meant with representatives of Pullman Standard and EMD and began talks concerning all new streamlined diesel powered EMPIRE BUILDERS for delivery just as soon after the wars end as possible. When negotiations were completed contracts were signed November 4, 1943 for sixty cars to equip five twelve car EMPIRE BUILDERS from Pullman Standard. Shortly after the contract was signed with EMD for ten 2,000-hp diesel passenger Cab units to be operated in pairs at the head of the EMPIRE BUILDER between St. Paul and Seattle. As it would turn out the EMD E7A passenger Cab Units were delivered in the first half of 1945 to the Great Northern eighteen months before the new EMPIRE BUILDER cars were delivered. The GN promptly assigned the diesels to the heavyweight EMPIRE BUILDERS pending delivery of the new lightweight streamlined trains. When the war ended in August 1945 the Great Northern promptly assessed the needs of their physical plant and decided what was the best way to put the railroad back together following the conflict. First on the list of things needing urgent attention was the upgrading of all mainlines with new ballast, ties, and heavier rails in mountainous territory.
At long last Great Northern received their new EMPIRE BUILDERS from Pullman Standard, they would be the first all new postwar long distance streamlined trains to enter service following WW II on February 23, 1947. The new EMPIRE BUILDERS were the first trains to feature the new leg rest seats in the coaches. Soon almost every major railroad in the United States would be clamoring for coaches equipped with leg rest seats. The new EMPIRE BUIDERS were painted in Pullman Green and Omaha Orange with Dulux Gold separation stripes and lettering. Actually the paint scheme of the EMPIRE BUILDERS was introduced by the design people at EMD with the delivery of the Great Northern Railways first EMD FT diesels during WW II. Many Railroad and Passenger train historians believe this to have been the most attractive paint scheme ever applied to a passenger train. Each of the five train sets required for daily operation of the EMPIRE BUILDER was train lined as follows between St. Paul and Spokane.

500 EMD E7A 2,000 HP Diesel Passenger Cab Unit

501 EMD E7A 2,000 HP Diesel Passenger Cab Unit

1100 30’ Railway Post Office Baggage Car

1110 60 Revenue seat Coach

1120 48 Revenue seat Leg Rest Coach

1121 48 Revenue seat Leg Rest Coach

1122 48 Revenue seat Leg Rest Coach
(Chicago-Portland)

1140 WATERTON LAKE 10 seat Lounge 10 seat Lunch Counter 19 Crew Dormitory Car

1150 LAKE SUPERIOR 36 seat Dining Car

1160 GUNSIGHT PASS 4 Section 8 duplex Roomette 4 Double Bedroom Sleeping Car

1170 BLACKFOOT GLACIER 16 Duplex Roomette 4 Double Bedroom Sleeping Car

1171 AHERN GLACIER 16 Duplex Roomette 4 Double Bedroom Sleeping Car

1161 PTARMIGAN PASS 4 Section 8 Duplex Roomette 4 Double Bedroom Sleeping Car (Chicago – Portland)

1190 MISSISSIPPI RIVER 2 Double Bedroom 1 Drawing Room Buffet 16 seat Lounge 11 seat Lounge Observation

The two westbound cars to Portland were set out at Spokane and forwarded to Portland by the SP&S in their EMPIRE BUILDER connecting train. Eastbound the cars were brought to Spokane from Portland by the SP&S EMPIRE BUILDER connecting train.

60 REVENUE SEAT DAY COACHES Pullman Standard January 1947 (Built for and assigned to 1947 EMPIRE BUILDER reassigned to 1951 WESTERN STAR)

1110 – 1113

1114 (CB&Q)

48 REVENUE SEAT LEG REST COACHES Pullman Standard January 1947 (Built for 1947 EMPIRE BUILDER reassigned to 1951 WESTERN STAR)

1120 – 1131

1132 – 1134 (CB&Q)

The CB&Q who operated the EMPIRE BUILDER between Chicago and St. Paul owned one EMPIRE BUILDER train set except for the power. The CB&Q always supplied their own power usually a pair of silver E units to power the EMPIRE BUILDER between Chicago and St. Paul.
In May 1950 the Great Northern would receive three five car streamlined day trains from American Car & Foundry. Two consists were identical and were shipped to the West Coast for operation as the INTERNATIONALS between Seattle and Vancouver providing three daily round trips. The new INTERNATIONALS were inaugurated June 18, 1950 providing MORNING, AFTERNOON, and EVENING INTERNATIONALS between the two largest cities in the Pacific Northwest. Each consist was required to operate a round trip and one-half daily to maintain schedule. The major competition on this route came from Greyhound bus and Canadian Pacific Coast Steamships, the latter was owned by Canadian Pacific Railway. Canadian Pacific Steamships operated two daily steamships in competition one a day ship the other an overnight ship on the Triangle route as the Vancouver-Victoria-Seattle route was called. The two-day ships were the PRINCESS MARGUERITE and PRINCESS PATRICIA the fastest ships ever operated in this service at 23 knots, both were delivered new in 1949 and were licensed to carry 1,500 passengers each. The two night boats were the PRINCESS JOAN and PRINCESS ELIZABETH dating back to the 1930's. The two night boats were somewhat slower than the day boats but speed was not essential for the overnight runs. Both northbound and southbound the INTERNATIONALS made the following stops from Seattle, Everett, Mount Vernon, Bellingham, Blaine, White Rock, New Westminster, and Vancouver. Before many years would pass a new stop was added between Seattle and Everett named Edmonds. The Edmonds stop would be honored by not only the INTERNATIONALS but the EMPIRE BUILDER, WESTERN STAR and CASCADIANS. The total distance traveled by the INTERNATIONAL between terminals was 155 miles and the time for the 155 miles was 3 hours 55 minutes on the fastest schedule. The scenery provided along this route was nothing short of spectacular with views of Puget Sound, Olympic Mountains, Cascade Mountains, Mount Baker, Skagit Valley, the Chuckanuck, Bellingham Bay, Peace Arch, Fraser River, and Vancouver. Initially each five car INTERNATIONAL was trainlined as follows.

510 EMD E7A 2,000 HP Diesel Passenger Cab Unit

1105 Baggage 30’ Railway Post Office Car

1115 60 Revenue seat Coach

1116 60 Revenue seat Coach

1145 28 Revenue seat Coach 24 seat Dining Car

1195 PORT OF SEATTLE Customs Office Parlor Bedroom 17 Revenue seat Parlor 17 seat Lounge Observation

SECOND CONSIST

511 EMD E7A 2,000 HP Diesel Passenger Cab Unit

1106 Baggage 30’ Railway Post Office Car

1117 60 Revenue seat Coach

1118 60 Revenue seat Coach

1146 28-revenue seat Coach 24 seat Dining Car

1196 PORT OF VANCOUVER Customs Office Parlor Bedroom 17 Revenue seat Parlor 17 seat Lounge Observation

60 REVENUE SEAT DAY COACHES American Car & Foundry May, 1950 (Built for and assigned to INTERNATIONALS)

1115 – 1118

28 REVENUE SEAT COACH KITCHEN 24 SEAT DINING CARS American Car & Foundry May, 1950 (Built for and assigned to INTERNATIONALS)

1145 – 1146

The third of the five-car streamlined day trains delivered to the Great Northern Railway in May 1950 was the RED RIVER. This was for a new train service between Grand Forks and St. Paul round trip daily. With ten scheduled stops each way for the 320-mile trip, the scheduled time of seven and one-half hours was not unreasonable. The following consist of the RED RIVER is listed as inaugurated June 25, 1950.

512 EMD E7A 2,000 HP Diesel Passenger Cab Unit

1107 Baggage 30’ Railway Post Office Car

1137 60 Revenue seat Coach

1138 60 Revenue seat Coach

1139 60-revenue seat Coach

1147 RED RIVER 9 seat Lunch Counter 12 seat Dinette 16 Revenue seat Parlor Lounge Observation


60 REVENUE SEAT COACHES American Car & Foundry May, 1950 (Built for and assigned to RED RIVER)

1137 – 1139

The three 60 Revenue seat Coaches 1137 – 1139 were equipped with Baker heaters and heavy insulation to protect them from the arctic blasts common in winter to this area. This was done, as the cars would overnight in Grand Forks exposed to the elements while the power was tucked in the roundhouse nightly.
The Great Northern once again shocked their competition to the northwest with the announcement in 1950 that all new fifteen car streamlined EMPIRE BUILDERS would enter service in time for the busy 1951 summer season. And not only would they introduce all new EMPIRE BUILDERS but also a sixth consist of the 1947 EMPIRE BUILDER would be constructed at the same time. This was so the 1947-streamlined equipment could be used to replace the heavyweight ORIENTAL LIMITED on its slower schedule between Chicago and the Pacific Northwest. For the additional coaches for the sixth consist of the train that would be named WESTERN STAR the GN ordered an additional AC&F built 60 seat coach for the short trip travelers on the new train this was actually a sixth car added to the EMPIRE BUILDER. The only difference being car 1209 when delivered was lettered Great Northern in the Letter-board rather than EMPIRE BUILDER like the other five cars delivered between October 1950 and March 1951. The GN ordered two additional 48 seat Leg Rest Coaches from Pullman Standard again added to the order for EMPIRE BUILDER cars. These cars 1226 and 1231 were lettered Great Northern. Since the new WESTERN STAR consists required three 48 seat Leg Rest Coaches per train the Great Northern Railways third leg rest coach was a nearly new 64 seat coach purchased from the SP&S number 301. This car was delivered to the SP&S by Pullman Standard in January 1950. Since the car was already painted in EMPIRE BUILDER colors it was simply renumbered 1135 and the words Spokane Portland & Seattle were replaced by Great Northern in the letter-board. To complete the cars interior modifications the 64 seats were removed and stored in Minneapolis shops and replaced with 48 leg rest seats. The final touch was the installation of larger rest rooms for long distance service and the work was completed in November 1950.
The Great Northern inaugurated the new fifteen car streamlined EMPIRE BUILDERS June 3, 1951 the same date the WESTERN STAR was inaugurated using the five 1947 consists and one new consist. Great Northern ads and Timetables proclaimed now two Great streamlined trains daily between Chicago and the Pacific Northwest. Extra sleeping cars had been purchased for the new WESTERN STAR, as they would provide direct service to Great Falls, Montana with a set out sleeper westbound picked up eastbound at that point. The WESTERN STARS would also provide overnight sleepers in both directions between Seattle and Spokane. The following is an example of the new fifteen car EMPIRE BUILDER, less power as the CB&Q provided their own power between Chicago and St. Paul in both directions for both the EMPIRE BUILDER and new WESTERN STAR. Power for the new EMPIRE BUILDERS between St. Paul and Havre, Montana was an A-B-A set of EMD F7 units, From Havre to Seattle an A-B-B-A set of EMD F7 units was assigned. The WESTERN STAR was generally assigned the old EMPIRE BUILDER E7 units for power between St. Paul and Havre and EMD F3 or F7 A-B-A sets west of there.

42 Baggage 60’ Railway Post Office Car

1200 Baggage 22 Crew Dormitory Car

1210 60 Revenue seat Coach

1215 48 Revenue seat Leg Rest Coach

1216 48 Revenue seat Leg Rest Coach

1217 48-revenue seat Leg-Rest Coach
(Chicago – Portland)

1240 CROSSLEY LAKE G – N Ranch Car 14 seat Lunch Counter 12 seat Dining 18 seat Lounge Car

1260 SKYKOMISH RIVER 4 Section 1 Compartment, 3 Double Bedroom 7 Duplex Roomette Sleeping Car
(Chicago – Portland)

1370 ROGERS PASS 6 Roomette 5 Double Bedroom 2 Compartment Sleeping Car
(Chicago – Portland)

1261 SUN RIVER 4 Section 1 Compartment 3 Double Bedroom 7 Duplex Roomette Sleeping Car

1250 LAKE OF THE ISLES 36 seat Dining Car

1262 SNOHOMISH RIVER 4 Section 1 Compartment 3 Double Bedroom 7 Duplex Roomette Sleeping Car

1371 PITAMAKIN PASS 6 Roomette 5 Double Bedroom 2 Compartment Sleeping Car

1372 AKAMINA PASS 6 Roomette 5 Double Bedroom 2 Compartment Sleeping Car

1290 APPEKUNNY MOUNTAIN 3 Crew Roomette Buffet 36 seat High Windowed Lounge Observation

WESTERN STAR
(Departing St. Paul westbound)

1100 Baggage 30’ Railway Post Office Car

1209 60 Revenue seat Coach

1120 48 Revenue seat Leg Rest Coach

1121 48 Revenue seat Leg Rest Coach

1122 48 Revenue seat Leg Rest Coach
(Chicago – Portland)

1140 WATERTON LAKE 19 Crew Dormitory 10 seat Lunch Counter 10 seat Lounge Car

1150 LAKE SUPERIOR 36 seat Dining Car

1160 GUNSIGHT PASS 4 Section 8 Duplex Roomette 4 Double Bedroom Sleeping Car
(Chicago – Portland)

1170 BLACKFOOT GLACIER 16 Duplex Roomette 4 Double Bedroom Sleeping Car
(Chicago – Portland)

1171 AHERN GLACIER 16 Duplex Roomette 4 Double Bedroom Sleeping Car

1161 PTARMIGAN PASS 4 Section 8 Duplex Roomette 4 Double Bedroom Sleeping Car

1181 KINTLA GLACIER 16 Duplex Roomette 4 Double Bedroom Sleeping Car
(St. Paul – Great Falls)

1190 MISSISSIPPI RIVER 2 Double Bedroom 1 Drawing Room Buffet 27 seat Lounge Observation

60 REVENUE SEAT DAY COACHES American Car & Foundry October 1950 – March 1951 (Built for and assigned to MID CENTURY EMPIRE BUILDER)

1210 – 1214

60 REVENUE SEAT DAY COACH American Car & Foundry March 1951 (Built for and assigned to WESTERN STAR)

1209

48 REVENUE SEAT LEG REST COACHES Pullman Standard November 1950 (Built for and assigned to MID CENTURY EMPIRE BUILDER)

1215 – 1225
1227 - 1230

48 REVENUE SEAT LEG REST COACHES Pullman Standard November 1950 (Built for and assigned to WESTERN STAR)

1226, 1231

The Great Northern Railway many felt had made a mistake having two daily streamliners between Chicago and Seattle – Portland when each of the competitors was only fielding one streamliner and one older heavyweight train in competition. But the Great Northern more than held its own against the competing roads where Chicago – Seattle passengers were concerned. In November 1952 the Milwaukee Road inaugurated Super Domes to the OLYMPIAN HIAWATHA trains one per consist. These full-length Dome cars rode on six wheel trucks to spread their massive weight out. These cars featured 68 seats on the dome level and a Buffet with Lounge on the lower level beneath the dome. It was hoped that the introduction of these non-revenue seat cars to the OLYMPIAN HIAWATHA would attract business back to these trains. Already since the OLYMPIAN HIAWATHA was introduced a 32-revenue seat Coach 8 Section Touralux car and a 14 Section Touralux car had been discontinued since its inauguration in 1947. The Northern Pacific had fared better with the NORTH COAST LIMITED but the introduction of the Super Domes to the OLYMPIAN HIAWATHA sent the Northern Pacific shopping for domes of their own. The NORTH COAST LIMITED received Domes in 1954 and a new two-tone green paint scheme with white separation stripe at the same time designed by famed designer Raymond Loewy. At the same time the train was renamed the VISTA DOME NORTH COAST LIMITED. First came a pair of 46 Revenue seat Leg rest Vista dome Coaches with 24-non revenue seats in each dome. These Vista Dome Coaches replaced two of the trains 56 revenue seat leg rest coaches with the third separating the two Vista Dome Coaches. The change took place between July and August 1954. These Vista Domes built by Budd were almost identical to those built in 1948 for the CALIFORNIA ZEPHYR except Budd applied non corrugated stainless steel panels to the sides of these cars for the NP and painted them to match the rest of the train. In November, 1954 each consist of the VISTA DOME NORTH COAST LIMITED received two Vista Dome Sleeping Cars replacing older sleeping cars in the train. The VISTA DOME NORTH COAST LIMITED separated the two Vista Dome Sleeping Cars with a flat roofed sleeping car to provide better viewing for their sleeping car passengers just as they had for the dome coach passengers. This gave the VISTA DOME NORTH COAST LIMITED 96 seats in Domes between Chicago and Spokane.
The next passenger train operating from Chicago to the Pacific Northwest to receive domes was the Union Pacific CITY OF PORTLAND in 1955. By the end of May that year each train set of the CITY OF PORTLAND was operating with three ASTRA DOMES in each. An Astra Dome Coach, Astra Dome Dining Car, and Astra Dome Lounge Observation. The Dome Dining Car provided table seating in the dome for 18 passengers per sitting during meal hours. Each of the other Domes provided 24 seats in the dome with the Astra Dome Coach for the exclusive use of Coach passengers and the Astra Dome Lounge Observation exclusively for the sleeping Car passengers.
The Great Northern Railway had invested far too much money in the MID CENTURY EMPIRE BUILDERS to let the business go to the competition simply because they had domes. Beginning May 29, 1955 each EMPIRE BUILDER consist began operating with three Budd built Great Domes each with 24 non revenue seats in the dome and 46 revenue leg rest seats on the main level. Two of these Great Dome Coaches operated Chicago to Seattle the third operated between Chicago and Portland. And as if that wasn’t enough dome seats the Great Northern Railway added full-length Great Dome Lounge cars for the sleeping car passengers in October 1955. The upper level seating and Lounge area under the Great Dome seated 75 and a Buffet with Lounge seating for 32 was on the lower level. With the addition of the Great Dome Lounge cars to the EMPIRE BUILDER the train became the greatest of the domes streamliners and the only domed streamliner to carry a full-length dome and three standard 24 seat domes at the same time. With 147 seats in domes the EMPIRE BUILDER had more dome seats than any other streamlined train in America at the time of the domes introduction. No wonder the ads proclaimed the train the incomparable Great domed EMPIRE BUILDER.

24 SEAT GREAT DOME 46 REVENUE SEAT LEG REST COACHES Budd Company May 1955 (Built for and assigned to EMPIRE BUILDER)

GN

1320 – 1331

SP&S

1332

CB&Q

1333 – 1335

72 SEAT GREAT DOME LOUNGE CAR /32 SEAT LOWER LEVEL LOUNGE BUFFET Budd Company October, 1955 (Built for and assigned to EMPIRE BUILDER)

GN
1390 GLACIER VIEW

1391 OCEAN VIEW

1392 MOUNTAIN VIEW

1393 LAKE VIEW

1394 PRAIRIE VIEW

CB&Q

1395 RIVER VIEW

These domes were the last new cars built for the EMPIRE BUILDERS the Dome Coaches replaced the 48-revenue seat Leg Rest Coaches in each consist. The Great Dome Lounge Car was train-lined directly behind the Dining Car in the EMPIRE BUILDER train sets. The Great Northern Railway operated the G-N Ranch Car, Dining Car and Great Dome Lounge Car on a St. Paul – Chicago – Seattle – St. Paul cycle. A fresh clean set of these cars replaced each days arriving set of these cars in the eastbound EMPIRE BUILDERS before continuing on to Chicago.
The Great Northern Railway used the streamlined coaches from 1937 as additional cars for the WESTERN STAR during summer months and the Christmas rush. Each WESTERN STAR consist was assigned one of these cars after repainting in the Empire Builder colors as the Omaha Orange, Pullman Green paint scheme with Dulux Gold separation stripes and lettering as the scheme became known. By the spring of 1952 after just one season as extra cars in the WESTERN STAR consists the GN decided they could better utilize these cars to semi streamline or streamline other train services. Two of these twelve coaches 944 and 945 were remodeled by GN shops they removed part of there seating capacity for installation of a train service galley. The seating capacity of 944 and 945 was reduced to 44 revenue seats after the installation of the train service galley and they were assigned to the new BADGER and GOPHER between St. Paul and Duluth. These cars were trainlined directly behind the head end cars of these trains. Trailing each of these cars was a pair of as built 58-revenue seat coaches numbers 946-949. The final cars in each BADGER and GOPHER train were streamlined in Great Northern Shops from heavyweight coaches and emerged as Café Parlor Observations 1083 TWIN CITIES and 1084 TWIN PORTS. The new streamlined BADGER and GOPHER train sets were inaugurated April 26, 1952 and are listed below.

267A EMD F7A 1,500 hp Diesel Passenger Cab Unit

267B EMD F7B 1,500 hp Diesel Passenger Booster Unit

81 Heavyweight Baggage 30’ Railway Post Office Car

271 Baggage Express Car

945 Train Service Galley 44 revenue seat Coach

948 58 Revenue seat Coach

949 58 Revenue seat Coach

1083 TWIN CITIES 10 seat Dining Café 26 seat Parlor Observation

SECOND CONSIST

508 EMD E7A 2,000 hp Diesel Passenger Cab Unit

87 Baggage 30’ Railway Post Office Car

270 Baggage Express Car

944 Train Service Galley 44 revenue seat Coach

946 58 Revenue seat Coach

947 58 Revenue seat Coach

1084 TWIN PORTS 10 seat Dining Café 26 seat Parlor Observation

The remaining 58 seat Luxury Coaches 938-943 as they were advertised when introduced to the EMPIRE BUILDER in 1937 were assigned to the west coast with four of these cars assigned to the CASCADIANS between Seattle and Spokane on a day schedule. The passenger section of these trains consisted of a pair of these cars with either 1060 or 1061 bringing up the markers of the CASCADIAN trains. The 1060 and 1061 were originally heavyweight Dining cars rebuilt to Café – reserved seat coaches and streamlined. The interiors were rebuilt with kitchen 16 seat Café and 18 seats in the reserved coach section. The rear of these cars carried a train sign on either side of the diaphragm opening proclaiming CASCADIAN with a permanent red light mounted above the diaphragm shining to the rear. In any event the CASCADIANS attained streamliner status with these cars even if it was only for a short period of time.
The remaining 938-943 cars assigned to the West Coast were generally operated in the GN Seattle – Portland pool train.
The Great Northern operated an overnight service named the WINNIPEG LIMITED between St. Paul and Winnipeg capitol of Manitoba. This excellent service operated with the best of the heavyweight equipment available from the ORIENTAL LIMITED when that train received new streamlined equipment and the new name WESTERN STAR in 1951. The coaches assigned to the WINNIPEG LIMITED at that time were the six cars rebuilt by GN shops from heavyweight Pullman Parlor cars to 52 reclining seat Coaches 990-995 for wartime assignment to the EMPIRE BUILDER. About the only thing streamlined in the 1952 WINNIPEG LIMITED was the diesel power up front. The WINNIPEG LIMITED train sets would slowly evolve into streamliners beginning in February 1952 when a GLACIER series 16 Duplex Roomette 4 Double Bedroom sleeping car was assigned from the newly formed WESTERN STAR – WINNIPEG LIMITED pool. A second GLACIER series-sleeping car was assigned to each WINNIPEG LIMITED consist beginning in October 1954. The WINNIPEG LIMITED trains would receive 48 revenue seat Leg rest Coaches in time for the summer 1955 schedule change. This was made possible when the EMPIRE BUILDERS received the new Great Dome Coaches in May 1955. The 1951 EMPIRE BUILDER 48 revenue seat Leg Rest Coaches were then assigned to the WESTERN STAR and the 1947 48 seat Leg Rest Coaches were available for other assignments including the WINNIPEG LIMITEDS. The remaining WINNIPEG LIMITED sleeping cars were streamlined by 1956 including the summer only Canadian National sleeping car between St. Paul and Vancouver. This car was carried to Winnipeg from St. Paul in the WINNIPEG LIMITED and transferred to the Canadian National SUPER CONTINENTAL for the remainder of the trip to Vancouver. Eastbound the reverse transpired.
The Great Northern – Northern Pacific – Union Pacific operated a pool train operation between Seattle and Portland. Each railroad provided the power and cars for one train set to operate a round trip between the two Pacific Northwest cities. For three-month periods each railroad was required to provide the power and cars for a pair of overnight trains between the two cities. Sleeping cars were operated between both Seattle and Portland and Tacoma and Portland in both directions nightly. The sleeping cars were heavyweight 12 Section 1 Drawing Room sleeping cars. The Great Northern Pool train operated with heavyweight 52 revenue seat Coaches 990-995 that had operated in the WINNIPEG LIMITED after that train received lightweight streamlined 48 revenue seat leg rest Coaches in 1955. The GN shops rebuilt a former heavyweight Solarium Observation car into a streamlined Cafe Parlor Observation and numbered the car 1082. It was identical to the two cars rebuilt and streamlined for the BADGER and GOPHER. When the GN withdrew one of the 58-revenue seat Luxury coaches from each CASCADIAN consist they were assigned to the GN pool train.
There was one other train the GN operated that carried several streamlined cars although the train itself never became streamlined and that was the DAKOTAN. The DAKOTAN operated between St. Paul and Williston. Mainly a mail and express train the DAKOTAN never the less carried a snack coach and one or two additional coaches. Many of the cars operated in the DAKOTAN were streamlined in GN shops from old heavyweights.
In November 1961 the GN received six coaches used from the C&NW. These cars were streamlined 56 seat coaches with 8 seat smoking lounges. The cars were delivered to the C&NW in the 1946 lot or 1947 lot of new cars. The GN shops completely repainted the interiors and exteriors as well as any seating repairs and refurbishing was completed before they were assigned to general service with the GN numbers 1090-1095.

56 REVENUE SEAT COACHES WITH 8 SEAT SMOKING LOUNGES Pullman Standard February – April 1946 (Ex C&NW cars purchased by GN in November, 1961 for General Service)

1090 originally C&NW 3450

1095 originally C&NW 3434

56 REVENUE SEAT COACHES WITH 8 SEAT SMOKING LOUNGES October 1947 (Ex C&NW cars purchased by GN in November 1961 for General Service)

1091 originally C&NW 3469

1092 originally C&NW 3462

1093 originally C&NW 3459

1094 originally C&NW 3475

When the RED RIVER was withdrawn from service the Great Northern Railway shops rebuilt the former streamlined Café Observation 1147 RED RIVER into a straight 68 revenue seat Coach and retained the number 1147 but dropped the name. The rebuild took place in July 1963. The rebuilding work performed on 1147 RED RIVER was as good as any of those streamlined observations rebuilt to straight coaches by Pullman themselves for the Santa Fe and other roads.
Between July and December 1963 the Great Northern received eight additional coaches from the C&NW. Unlike the earlier coaches from the C&NW these were already extensively rebuilt by Pullman Standard for the C&NW in 1958 –1959. These coaches were easily recognizable in GN service by their heavily green tinted windows. The Great Northern assigned these cars to General service just as they had the earlier cars from C&NW.

56 REVENUE SEAT COACHES WITH 8 SEAT SMOKING LOUNGES Built prewar and postwar Rebuilt by Pullman Standard between February 1958 and May 1959 (Purchased by GN for General Service in 1963)

JULY 1963

1097 ex C&NW 808 originally C&NW 3444 rebuilt April 1958

AUGUST 1963

1096 ex C&NW 801 originally C&NW 3453 rebuilt March 1958

1098 ex C&NW 825 originally C&NW 3432 rebuilt October 1958

SEPTEMBER 1963

1089 ex C&NW 821 originally C&NW 3439 rebuilt September 1958

NOVEMBER 1963

1087 ex C&NW 830 originally C&NW 3470 rebuilt October 1958

DECEMBER 1963

1086 ex C&NW 810 originally C&NW 3437 rebuilt May 1958

1088 ex C&NW 831 originally C&NW 3451 rebuilt October 1958

1099 ex C&NW 841 originally C&NW 3476 rebuilt February 1959

The Great Northern Railway would return to the C&NW several times over the next three years 1964-1966 for additional 56 seat Coaches from the C&NW as follows:

56 REVENUE SEAT COACHES WITH 8 SEAT SMOKING LOUNGE Rebuilt by Pullman Standard between February 1958 and May 1959 (Purchased by the GN between July 1964 and November 1966 for assignment to general service)

JULY 1964

1078 ex C&NW 834 originally C&NW 3435 rebuilt December 1958

OCTOBER 1964

1080 ex C&NW 842 originally C&NW 3449 rebuilt March 1959

NOVEMBER 1964

1079 ex C&NW 832 originally C&NW 3454 rebuilt December 1958

DECEMBER 1964

1081 ex C&NW 849 originally C&NW 3468 rebuilt May 1959

OCTOBER 1965

1076 ex C&NW 819 originally C&NW
3433 rebuilt August 1958

1077 ex C&NW 827 originally C&NW 3471 rebuilt October 1958

NOVEMBER 1966

1082 ex C&NW 806 originally C&NW 3436 rebuilt April 1958

The Great Northern Railway purchased four additional used 56 revenue seat Coaches in February 1966 from the SL-SF (Frisco) that had originally been built for and assigned to the METEOR trains between St. Louis and Oklahoma City. These four cars featured fluted stainless steel panels beneath the windows. The GN left the stainless steel panels in place and painted the cars in a modified Big Sky Blue scheme. These four cars were always easy to spot in whatever train they were operated in due to the bright stainless steel below the windows. The GN assigned the 56 seat coaches to the lines east where they operated in the WINNIPEG LIMITED, BADGER or GOPHER.

56 REVENUE SEAT COACHES Pullman Standard June 1948 Built for and assigned to FRISCO METEOR purchased used in February 1966 by GN assigned to General service)

1072 originally SL-SF 1253 CLAYTON

1073 originally SL-SF 1256 RICHMOND HEIGHTS

1074 originally SL-SF 1257 UNIVERSITY CITY

56 REVENUE SEAT COACH Pullman Standard July 1955 (Built for and assigned to FRISCO METEOR sold used to GN February 1955 assigned to General service)

1075 originally SL-SF 1259 PICARDY LANE

In May 1967 the Great Northern shops remodeled ex SL-SF 56 seat coaches 1073 and 1074 to Buffet 40 revenue seat Coaches with no change of numbers. These cars then provided food service in the WINNIPEG LIMITEDS.
Between December 1967 and February 1968 GN shops were busy rebuilding the five GN owned COULEE series Sleeper Lounge Observations to straight 68 seat Coaches and renumbering them 1300-1304. The rebuild performed on these cars was very similar to that performed on the 1147 RED RIVER in 1963. After completion of the work 1300-1304 were assigned to General Service.

68 REVENUE SEAT COACHES Rebuilt from COULEE series Sleeper Lounge Observations between December 1967 and February 1968 (Assigned to General Service after rebuilding)

1300 ex GN 1190 CHOUTEAU COULEE originally GN 1190 MISSISSIPPI RIVER

1301 ex GN 1191 TWELVE MILE COULEE originally GN 1191 MISSOURI RIVER

1302 ex GN 1192 CORRAL COULEE originally GN 1192 FLATHEAD RIVER

1303 ex GN 1193 ROCKY COULEE originally GN 1193 KOOTENAI RIVER

1304 ex GN 1197 GRAND COULEE originally GN 1197 PRIEST RIVER

The final purchase of used coaches by the GN came from the Union Pacific Railroad for service in the Christmas and summer operations of the EMPIRE BUILDER. At other times these cars were assigned to the WESTERN STAR. Two different manufacturers originally built these eleven 44 revenue seat Leg rest Coaches for the UP in two separate lots. Eight of the cars were built by American Car & Foundry and delivered in 1953-54 part of an order for 38 of these cars numbered 5450-5487. The other three 44 revenue seat leg rest Coaches were manufactured by St. Louis Car Company as part of an order for twelve cars delivered to the Union Pacific between February and May 1960 numbers 5488 – 5499. After purchase the car that was to be numbered GN 1005 became a parts source for the remaining ten cars. All ten cars that entered service were repainted Big Sky Blue before entering service.

44 REVENUE SEAT LEG REST COACHES American Car & Foundry November 1953 – September 1954 (Built for and assigned to CITY streamliners sold to GN June, 1969 assigned to EMPIRE BUILDER- WESTERN STAR / FAST MAIL)

1000 originally UP 5469

1001 originally UP 5470

1002 originally UP 5471

1003 originally UP 5476

1004 originally UP 5477

1005 originally UP 5478

1006 originally UP 5485

1007 originally UP 5487

44 REVENUE SEAT LEG REST COACHES St. Louis Car Company February – May 1960 (Built for and assigned to CITY streamliners GN purchased in June 1969 and assigned cars to EMPIRE BUILDER – WESTERN STAR / FAST MAIL only cars ever owned by GN built by St. Louis Car Company)

1008 originally UP 5488

1009 originally UP 5491

1010 originally UP 5492

All surviving GN streamlined coaches became BN property in March 1970, most were assigned BN numbers but few cars actually had these numbers applied to their flanks.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #8

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this advertisement out (from The Official Guide of the Railways – 1956)

Great Northern(GN)


Great Way To CALIFORNIA via the Pacific Northwest

Chicago-Minneapolis-St. Paul-Spokane-Seattle & Portland-San Francisco-Los Angeles

TOWERING PEAKS in Glacier National Park in the Montana Rockies.

LOFTY MT. RAINIER looks over Seattle and Tacoma.

GOLDEN GATE BRIDGE is only one of the fascinating sights awaiting travelers in San Francisco.

Rail Fare to San Francisco is no more on Great Northern’s incomparable Great Dome EMPIRE BUILDER

To delight travel-experienced patrons who are planning a fall trip to California, suggest that they route themselves via the Pacific Northwest.

Great Northern’s EMPIRE BUILDER, now with Great Domes for both coach and Pullman passengers, takes the northern route across the nation - - more than two thousand miles of truly superb scenery.

Your patrons will thank you for sending them on a route where they can see the Mississippi River Palisades, Glacier National Park, the Rocky Mountains of Montana and Idaho. the Cascades of Washington and Oregon.

Connections with fine trains to and from California in Seattle or Portland. Rail fare from Chicago to San Francisco is no more via Great Northern.

For information:
P. G. Holmes
Passenger Traffic Manager
Great Northern Railway
St. Paul 1, Minnesota


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Click to enlarge


Saturday, July 1st is Canada Day!

C'mon over to "Our" Place and join in on the celebration where the day will be "all things Canadian!"

Tom[4:-)] [oX)]

[passengerfan]

In answer to your query the Atlantic Shore and Lake Shore were the mid-train lounges of the 1948 TWENTIETH CENTURY LIMITED. All authors including Dubin agree and even the NYC literature refer to the cars as mid train lounges.

The following is a typical new Twentieth Century Limited Consist from 1948.

4028 EMD E7A 2,000 HP Diesel Passenger Cab Unit

4108 EMD E7B 2,000 HP Diesel Passenger Booster Unit

4910 Baggage 60’ Railway Post Office Car

CALUMET RIVER 10 Roomette 6 Double Bedroom Sleeping Car

BAY BRIDGE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

CHICAGO RIVER 10 Roomette 6 Double Bedroom Sleeping Car

PORT OF NEW YORK 12 Double Bedroom Sleeping Car

CASTLETON BRIDGE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

EADS BRIDGE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

10572 ATLANTIC SHORE Telephone Room Buffet 30 seat Lounge Car

403 ½ Twin Unit Dining Set containing 68 seat Dining Room

475 ½ Twin Unit Dining Car Set containing Kitchen 21 Crew Dormitory Car

PECOS RIVER 10 Roomette 6 Double Bedroom Sleeping Car

PORT CHESTER 12 Double Bedroom Sleeping Car

PORT LAWRENCE 12 Double Bedroom Sleeping Car

HIGH BRIDGE 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping Car

SANDY CREEK 5 Double Bedroom Buffet 25 seat Picture Windowed Lounge Observation

TTFN Al

[Anonymous]

In reponse to the post on page 68 of this thread:

It's my understanding that Lake Shore and Atlantic Shore were head-end club lounge cars on the Century, not midtrain lounges. They ran behind the RPO-baggage cars. Midtrain lounge facilities were provided by the dining car when meals were not being served. This is the same set up that was provided for the 1938 edition.

The 1949 Broadway Limited's dining car was also advertised as being available for drinks and lounging when meals were not being served, although the Broadway's 2-bedroom (later 5-bedroom) telephone bar lounge was a midtrain operation.

When Atlantic Shore and Lake Shore were pulled (and later sold to the Rock Island) and the Century combined with the Commodore Vanderbilt, its twin-unit diners were replaced by those from the Commodore. The Century's kitchen car had dormitory space, while the Commodore's had lounge space (but from the diagram I've seen, no bar ... maybe drinks were prepared in the kitchen or in the dining room) and the dormitory space was moved to a head-end car. (Dissenting note: In "Some Classic Trains," Arthur Dubin suggests that the Century's kitchen car provided a midtrain cocktail lounge even when Atlantic Shore and Lake Shore were in operation. I no longer have a copy so I can't check to see if Dubin's writing or my comprehension of his writing was sloppy.)

[LoveDomes]

Greetings Cap'n Tom

Don't have anything of interest to add to the hotel "thing" going on . . . so, how about this [?]


California Zephyr - Post 1960 obs dome lower level lounge
(courtesy: www.calzephyr.railfan.net - Public Domain)



Now, that DOES it, huh [?]


Until the next time!

Lars

[passengerfan]

Now that we are on the subject of Railroad owned Hotels a couple of others come to mind. The C&O Greenbrier, and UP Sun Valley.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #7

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this out (unknown origin – found at flea market; circa 1920’s)

HOTELS AND BOARDING HOUSES in the BLUE RIDGE MOUNTAINS
. . . . . . . . . . . . . . . . . . . . . . .along the
Washington and Old Dominion Railway

Name ……….……………….. Terms and other information

Bluemont, Va. ……….…… Located on mountain overlooking the Loudoun Valley;
… J.M. Moreland .………… modern conveniences; excellent board. Rates on application.

… H. Rathbone Smith ……. Accommodations for several guests on large estate located
……………………………….. on mountain; meals at owner’s residence close to main
……………………………….. house; reasonable rates; references required.

… A. L. Longerbeam ……….. Best country board; terms moderate.

… Mrs. Millard Patterson …… Excellent board; chicken, milk, fresh eggs; home garden.
……………………………….. Terms $2.00 per day’ $10.00 and $12.00 per week.

… “The Heights” ……………. Modern conveniences; splendid home cooking.
… Mrs. T. P. Simpson ………. Terms moderate.
… Proprietress

… “The Loudoun” …………… Large lawn; tennis. Comfortable rooms, porches, etc.
… J. C. Beatty, Proprietor …… Terms: Single rooms, $15.00 per week; double rooms,
............................................. $12.00 per person per week.

Round Hill, Va.
… “Baldwin House” …………. Terms on application.

… F. P. Lowe ………………… Near town. Terms on application.

… E. L. Donohoe ……………. Terms on application.

… Fannie Wynkoop …………. Terms on application.

… Maud Wynkoop ………….. Terms on application.

… T. W. Best .……………….. Near town. Terms on application.

… Mollie Copeland .………… Terms on application.

… Edw. Finnell .…………….. Terms on application.

Purcellville, Va.
… “The Bell Inn ……………. Modern conveniences; plenty shade;
… Mrs. M. H. Beal …………. Lawn; garden vegetables. Terms $3.00
… Proprietress ...……………. per day; $30.00 per month.

… “The White Cottage” ……. Near town. Excellent table.
… Miss Rebecca Lloyd …….. Terms on application.
… Proprietress

… Mrs. E. Shoemaker ……… Near town. Large shady lawn; fresh
… R. F. D. No. 2 …………… vegetables. Terms on application.

… Mrs. Alice Corder ………. Near station. Modern conveniences.
.……………………………… Terms on application.

Hamilton, Va. ...………….. Large shady lawn; fresh vegetables;
… Mrs. J. W. Chamberlin ….. milk; cream; eggs. Modern conveniences;
. ……………………………… excellent table. Terms $10.00 to $12.00 per week.

Leesburg, Va. ..………….. Located in business section. A delightful place
… “Leesburg Inn” …………. Spend day and week-end vacations. Special Sunday
……………………………… chicken dinners.

… Mrs. Fulton …………….. Near town. Modern country home. Delightful meals;
.…………………………….. terms on application.

Electric Trains leave from Rossyln Terminal Station (Washington), located South End Key Bridge, on Frequent Schedules


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #4

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this out (from The Official Guide of the Railways – 1956)

Did you know that the Canadian National Railways also owned and operated hotels in major cities along their main lines [?] Check these out:

: . . . . . . . . . . . . . . .

CANADIAN NATIONAL HOTELS, LTD.

City...…………....…Name..…..……………Rooms..…..Open

Ottawa, ON.………. Chateau Laurier……… 550……… All year
Winnipeg, MN.…… The Fort Garry.………. 265...….... All year
Edmonton, AB.…… The MacDonald……... 480……… All year
Saskatoon, SK...… The Bessborough……. 260……… All year
Vancouver, BC.…... Hotel Vancouver.……. 560...…… All year
Halifax, NS.….…… The Nova Scotian…… 150.……… All year
Charlottetown, PE.. The Charlottetown…... 110……… All year
St. John’s, NL.…… Newfoundland Hotel… 140……… All year
Montreal, QC.……. Queen Elizabeth……... ----……… Under construction

Note: Hotel Vancouver operated jointly by CNR and CPR.


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Good Morning Tom,

Enjoyed the CP Hotel piece. But remeber they were not the only Railroad to own Hotels. The Canadaian National also owned hotels and on our side of the border the GN, FEC and Santa Fe owned hotels. I am sure their were others besides these three that come immediatly to mind.

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #3

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this out (from The Official Guide of the Railways – 1956)

Perhaps no railroad anywhere rivaled the Canadian Pacific in terms of world wide excellence in serving the traveling public, whether by air, rail or sea. How many of you are aware of the CP’s great hotel and lodge network [?] These proprieties were built by and for CP according to their requirements and were situated at the key rail stops and vacation sites along their main lines.

:

CANADIAN PACIFIC HOTELS AND LODGES

City…………....…Name…..………………..Open

Kentville, NS…….Cornwallis, Inn………….All year
McAdam, NS…...McAdam Hotel………….All year
Quebec, QC…....Chateau Frontenac….....All year
Toronto, ON……..Royal York Hotel…….…All year
Winnipeg, MN…..Royal Alexandra Hotel…All year
Regina, SK………Hotel Saskatchewan…..All year
Calgary, AB……..Hotel Palliser……………All year
Victoria, BC….….Empress Hotel………….All year
Kenora, ON….….Devil’s Gap Lodge………June to September
Digby, NS…….…The Digby Pines………...June to September
Yarmouth, NS…..Lakeside Inn………….…June to September
St. Andrews, NB..The Algonquin Hotel……June to September
Banff, AB……..….Banff Springs Hotel..…..June to September
Lake Louise, AB..Chateau Lake Louise…..June to September
Reached from Lake Louise:
…………………..Moraine Lake Lodge…….June to September
Hector, BC……...Lake O’Hara Lodge.…….June to September
Hector, BC……..Lake Wapta Lodge………June to September
Field, BC……….Yoho Valley Lodge……...June to September
Vancouver, BC…Hotel Vancouver….……..All year

Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Okay, just one more . . .


GN #1328 in Seattle (1973) (www.trainweb.com)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

My finale for this day . . . .


GN #1331 in Seattle (1972)(courtesy: www.trainweb.com)


Later! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

G'day Cap'n Tom

What in the world . . . I'm having a hard time figuring out what the "theme" is - or if there is a "theme" [?] [?]

Looks like it began as the GN -then I see some fine stuff from Art which says differently. Then Al drops his missives on us, and . . . Don't confuse me - I'm already confused enough! [swg]

So, I'll stick with Great Northern - something from my limited archives:


GN #1320 (from: www.trainweb.org)


GN #1321 (from: www.trainweb.org)


All kidding aside, nice work Gents! [tup] [tup]


Until the next time!


Lars

[passengerfan]

Tom & Lars. How about that picture of Silver Vista from Art. That is the only narrow gauge dome ever built in the US and unfortunately it was destroyed in a fire. The D&RGW never rebuilt the car after the fire.

DENVER
&
RIO GRANDE
WESTERN
Streamlined Sleeping Cars
by Al

The D&RGW owned a total of 15 lightweight streamlined Sleeping cars. The first two were powered cars delivered for the two car streamlined Budd built PROSPECTORS of November 17, 1941. These cars were the trailing motorized cars of these two car trains. Under each of the four cars of the two PROSPECTOR train sets was a pair of Hercules Diesels running a Generator supplying power to the traction motors. The two train sets were the M-1 and M-2, cars in the M-1 set were JOHN EVANS and DAVID MOFFAT, those in the M-2 were BRIGHAM YOUNG and HEBER C. KIMBALL. The lead units had a control stand small baggage compartment and 44 revenue coach seats. The trailing car in each consist contained eight Sections two Chambrettes (Budd' Company name for a crossways Roomette originally) a buffet and Dinette with Observation Lounge. The two car PROSPECTORS were less than successful being withdrawn from service July 5, 1942 and later returned to Philadelphia where they were scrapped. The High altitude of the Rocky Mountain passes they operated over between Denver and Salt Lake City were their undoing.

POWERED 8 SECTION 2 CHAMBRETTE BUFFET 8 SEAT DINETTE 4 SEAT LOUNGE OBSERVATIONS Budd Company October 1941 (Built for and assigned to PROSPECTORS)

DAVID MOFFAT

HEBER C. KIMBALL

Eight of these were stainless steel cars from Budd for the CALIFORNIA ZEPHYR. The CALIFORNIA ZEPHYR sleeping cars consisted of five 10 Roomette 6 Double Bedroom cars, two 16 Section Sleeping cars and one 3 Double Bedroom 1 Drawing Room Vista Dome Lounge Observation. All cars built for assignment to the CALIFORNIA ZEPHYR were Budd built stainless steel construction and all carried SILVER prefix names with D&RGW assigned numbers.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Budd Company September - November 1948 Plan: 9509 Lot: 9659 (Built for and assigned to CALIFORNIA ZEPHYR)

1130 SILVER PASS

1131 SILVER SUMMIT

1132 SILVER GORGE

1133 SILVER CREEK

1134 SILVER GLACIER

16 SECTION SLEEPING CARS Budd Company October - November 1948 Plan: 9507 Lot: 9639 (Built for and assigned to CALIFORNIA ZEPHYR)

1120 SILVER ASPEN

1121 SILVER PINE

3 DOUBLE BEDROOM 1 DRAWING ROOM 24 SEAT VISTA DOME 12 SEAT COCKTAIL LOUNGE BAR 14 SEAT LOUNGE OBSERVATION Budd Company December 1948 - January 1949 Plan: 9511 Lot: 9660 (Built for and assigned to CALIFORNIA ZEPHYR)

1145 SILVER SKY

Within months of entering service 1145 SILVER SKY was refitted with a Shower in the Drawing Room Bathroom Annex. The sleeping car space in this car was removed when the RIO GRANDE ZEPHYR replaced the CALIFORNIA ZEPHYR and the space became additional lounge space.
One additional sleeping car was built in July - August 1952 for the D&RGW part of an order for six to equip the CALIFORNIA ZEPHYR consists with a 6 Double Bedroom 5 Compartment Sleeping car.

6 DOUBLE BEDROOM 5 COMPARTMENT SLEEPING CAR Budd Company July - August 1952 Plan: 9534 Lot: 9641-112 (Built for and assigned to CALIFORNIA ZEPHYR)

1135 SILVER GULL

The two 16 Section Sleeping cars 1120 SILVER ASPEN and 1121 SILVER PINE were remodeled to 48 revenue seat leg rest coaches in October 1964 for continued assignment to the CALIFORNIA ZEPHYR.

In November 1950 the D&RGW received four 10-6 Sleeping cars from POullman Standard foa assignment to the new PROSPECTORS. Thee cars were built with the Bedrooms in the center of the car and five roomettes at each end. The four cars were numbered and named as follows
1270 JOHN EVANS
1271 DAVID MOFFAT
1272 BRIGHAM YOUNG
1273 HEBER C. KIMBALL

Beginning in December 1950 and one a month until March each of these four sleeping casr were returned to Pullman Calumet and five roomettes were removed from the one end of the cars and replaced with fives sections. The end with the boarding vestibule is where the sections were installed along with two restrooms. The reson for the change to sections was at the time goverment was more frugal with taxpayer money and persons traveling at goverment expense would only be reimbursed for a lower berth.

10 ROOMETTE 6-DOUBLE BEDROOM SLEEPING CARS Pullman Standard Novemeber 1950 Plan: 4167 Lot: 6864 (BUilt for and assigned to PROSPECTORS)
1270 JOHN EVANS
1271 DAVID MOFFAT
1272 BRIGHAM YOUNG
1273 HEBER C. KIMBALL

Rebuilt between December 1950 and March 1951 to Plan 4167B.

TTFN Al

[siberianmo]

G'day!

Hey Art I saw you there - just had to attend to a couple of matters . . .

Nice Pix - as always. And yes, matching the shades indeed is a touch of class, something the passenger RRs took much pride in back when they were in stiff competition for the passenger's dollars. Try and find anything resembling that degree of attention in U.S. passenger railroading these days - good luck.

VIA Rail of Canada tries to maintain the attention to detail, but as the aging Budd corrugated streamliners wind up in the "cannibolization pool" - it isn't unusual to find all sorts of "strange" arrangements in the consists these days.

The Pix [?] Well, I think the problem is mechanical and can be rectified. There's gotta be a glitch in the procedure. Have you tried my suggestion of a few days back [?]

Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Something just a bit different for today's "theme" . . . .

Let's look backwards at today's railroads to when there was a Great Northern Railway



was created on 22 Sep 1995, when



merged with




Burlington Northern came about after these railroads merged:



along with the



on March 2nd, 1970.


then



was added on 21 Nov 1980.




Enjoy! [tup]

Tom[4:-)] [oX)]

[artpeterson]

And to conclude, Willis's view of the consist in Salt Lake City ca. 1956, with the "Brigham Young" closest to the camera. Sure wish he'd walk up to the front to shoot the motive power, but glad to have these views at the very least!

Take care one and all,

Art

[artpeterson]

And moving to the standard-gauge side of the D&RGW, here's the "John Evans" as photographed in Salt Lake City by WA McCaleb ca. 1956. I give D&RGW high marks for matching the color of the window shades to the car's exterior! It's those little touches that add so much.

Enjoy!

Art

[artpeterson]

Hi all -

Going back to DRGW for a moment, here's 313 "Silver Vista" as photographed on September 15, 1949 by Barney Stone. Tom, I apologize in advance if the enlargement runs amok yet again; hope you'll enjoy it nonetheless!

Art