A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Something for the 20th Century Ltd . . .

NYC 20th Century Ltd southbound along Hudson River - 1947
(from: 20th Century Ltd - foto: Bruce Wolfe collection)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Continuing the series.
Great
Northern
(GN)
Streamlined Dome Cars
by Al

The Great Northern was the last of the northern transcontinental railways to add domes to their premier train between Chicago and Seattle-Portland. The first of the northwest roads to add domes to their premier train was the Milwaukee Road who added Super Domes to the OLYMPIAN HIAWATHA beginning in December 1952. The next of the northwest trains to add domes was the NP NORTH COAST LIMITED with a pair of dome coaches added to each consist in August 1954 and a pair of dome sleeping cars added in November 1954 between Chicago and Pasco. The UP would have three Domes operating in each CITY OF PORTLAND train set by May 1955. One each of Astra-Dome Coach, Astra-Dome Dining Car and Astra-Dome Lounge Observation in each train set between Chicago and Portland. Even the CP CANADIAN was operating domes a month before the GN received the first of their domes in May 1955.
The GN EMPIRE BUILDER would be the first and only train in the US prior to Auto-Train to operate both short domes and a full-length dome in the same consist. When the GN went with domes they spared no expense beginning in May 1955 when three short dome leg rest coaches were added to each of the EMPIRE BUILDERS five consists. Two of the Great Dome coaches were through Chicago – Seattle cars while the third was a Chicago – Portland car operating between Spokane and Portland over the SP&S who would own one of the Great Dome coaches built for the EMPIRE BUILDER by Budd. The CB&Q who operated the EMPIRE BUILDER between Chicago and St. Paul owned three of these Budd built Great domes.
These Coach Domes built for the EMPIRE BUILDER were flat sided cars from Budd as were those built the year before for the NP NORTH COAST LIMITED. The cars were painted in the Omaha Orange, Pullman Green paint scheme with dulux gold separation stripes and lettering. They were an immediate hit with the traveling public. These were the standard 46 leg-rest seat cars with 24 non-revenue seats in the domes built by Budd for overnight train service.
In October 1955 the EMPIRE BUILDER received its full-length dome lounge cars for the exclusive use of the trains Pullman passengers. The VIEW series cars seated 75 on the dome level (25 seat pairs 7 single seats and 18 lounge seats). Beneath the dome was a 32-seat lounge with a bar open to Pullman passengers only. The VIEW series car was train-lined directly behind the 36-seat Dining car ahead of the trailing sleeping cars. The Great Dome Lounge cars operated between Chicago and Seattle. The GN purchased six VIEW series cars one was owned by the CB&Q for EMPIRE BUILDER service. Each eastbound EMPIRE BUILDER had a replenished 36-seat dining car; G-N Ranch car and VIEW series Great Dome replace the arriving cars from Seattle in St. Paul before continuing the trip to Chicago. The EMPIRE BUILDER Great Dome Lounge, G-N Ranch Car and Diner operated a round trip from St. Paul – Chicago – Seattle – St. Paul before being changed out. Additional bar supplies were available enroute but commissary stores for the diner and Ranch car were rarely added anywhere but Seattle.
In the late 1960’s when traffic slowed on the EMPIRE BUILDER the GN assigned one Great Dome coach to each WESTERN STAR consist between St. Paul and Seattle. Since the cars of the WESTERN STAR operated overnight between Chicago and St. Paul combined with the CB&Q BLACKHAWK and NP MAINSTREETER it was not necessary to operate the domes over this part of the trip. The GN WESTERN STAR, NP MAINSTREETER, and CB&Q BLACKHAWK operated combined eastbound and westbound overnight between St. Paul and Chicago.

24-SEAT GREAT DOME 46-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

VIEW SERIES 75 SEAT FULL DOME LOUNGE CARS WITH BAR AND 32 SEAT LOUNGE BENEATH DOME Budd 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

All GN domes were transferred to BN ownership in the 1970 merger.

TTFN Al

[siberianmo]

G'day!

Here's something that was Posted over at the bar some months back . . .

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


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


Denver and Rio Grande Western Railroad (D&RG)

Locale: Western United States

Reporting marks: DRGW

Dates of operation: 1870 – 1988

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

Original track gauge: , and 3 ft (914 mm)

Headquarters: Denver, Colorado


D&RGW logo used 1908-1921


Rio Grande Industries logo used 1970-1997

The Denver and Rio Grande Railroad (DRG or D&RG) generally referred to as the Rio Grande, became the Denver and Rio Grande Western Railroad (DRGW or D&RGW) in 1920. The D&RGW served mainly as transcontinental bridge line between Denver, Colorado, and Salt Lake City, Utah, and a major origin of coal and mineral traffic with a motto of Through the Rockies, not around them. The Rio Grande was the epitome of mountain railroading, operating the highest mainline rail line in the United States over 10,240 ft (3121 m) Tennessee Pass in Colorado and the famed routes through the Moffat Tunnel and the Royal Gorge. At its height around 1890, the D&RG had the largest operating narrow gauge railroad network in North America. Known for its independence, the D&RGW operated the last private long haul passenger train in the United States, the Rio Grande Zephyr.

History

The Denver and Rio Grande Railroad (D&RG) was founded in 1870 by General William Jackson Palmer as a narrow gauge railway system with the intention of connecting Denver with Mexico City. The route was to pass over Raton Pass in what is now northern New Mexico, provoking the 1877-1880 war over right of way with the Atchison, Topeka and Santa Fe Railway. Both rivals hired gunslingers and bought politicians. In June 1879, the Santa Fe defended its roundhouse in Pueblo with Dodge City toughs led by Bat Masterson; on that occasion, D&RG treasurer R. F. Weitbrec paid the defenders to leave. In the end, the Santa Fe won the right to Raton Pass, while the D&RG paid $1.4 million for tracks through Arkansas River's Royal Gorge to the mining district of Leadville, Colorado.

Royal Gorge Route

The D&RG built west from Pueblo reaching Canon City in 1874. The line through the Royal Gorge reached Salida on 20 May 1880 and was pushed to Leadville later that same year. From Salida, the D&RG pushed west over the Continental Divide at 10,845 ft (3305m) Marshall Pass and reached Gunnison on 6 August 1881. From Gunnison the line entered the Black Canyon of the Gunnison River passing the famous Curecanti Needle seen in their famous Scenic Line of the World Herald. The tracks left the ever increasingly difficult canyon at Cimmaron and passed over Cerro Summit reaching Montrose on 8 September 1882. From Montrose a line was laid north through Delta reaching Grand Junction in March 1883 and a rail connection with the Rio Grande Western Railroad for a narrow gauge transcontinental link to Salt Lake City, Utah.

The line from Pueblo to Leadville was upgraded in 1887 to three rails to accommodate both narrow gauge and standard gauge operation.

Narrow Gauge branch lines were constructed to Crested Butte, Lake City, Ouray and Somerset.

San Luis Valley Route

The D&RG also pushed west from Walsenburg, Colorado over Veta Pass reaching Alamosa in 1878. From Alamosa a line was pushed south through Antonito eventually reaching Santa Fe, New Mexico and west as far as Creede, Colorado. A line also linked Alamosa with Salida to the North. From Antonito a line was built over 10,015 ft (3052m) Cumbres Pass along the Colorado-New Mexico boarder reaching Durango, Colorado in August 1881 and continuing north to the rich mining areas around Silverton in July 1882. A line was also constructed south from Durango to Farmington, New Mexico.

Tennessee Pass

The D&RG built west from Leadville over 10,240 ft (3121m) Tennessee Pass in attempt to reach the mining areas around Aspen, Colorado before its rival railroad in the area, the Colorado Midland, could build a line reaching there. The D&RG build a line though Glenwood Canyon to Glenwood Springs reaching Aspen in October of 1887. The D&RG then joined with the Colorado Midland to build a line from Glenwood Springs connecting with D&RG at Grand Junction. Originally considered a secondary branch route to Grand Junction, the entire route from Leadville to Grand Junction was upgraded to standard gauge in 1890, and the original narrow gauge route via Marshall Pass became a secondary route.

Denver and Rio Grande Western

(copied per terms of GNU Free Document License)
The D&RGW Business Car 101, originally built as a passenger car was converted to a business car at the Burhnam shop in 1929 and is now restored as the Abraham Lincoln

The original Denver and Rio Grande Western Railway had built a narrow gauge line from Ogden, Utah to via Soldier Summit to Grand Junction, Colorado. The railroad became the Rio Grande Western Railway in 1889 as part of finance plan to upgrade the line from narrow gauge to standard gauge, and built several branch lines in Utah to reach lucrative coal fields. In 1901 the Denver and Rio Grande merged with the Rio Grande Western consolidating in 1908. The United States Railway Administration (USRA) took over the D&RG during World War I. In 1918 the D&RG fell into receivership after the bankruptcy of the Western Pacific Railroad. The Denver and Rio Grande Railroad (D&RGW or DRGW) emerged as a new company 1920.

The Moffat Road

In 1931, the D&RGW acquired the Denver and Salt Lake Western Railroad (a company in name only) subsidiary of the Denver and Salt Lake Railroad (D&SL) which had acquired the rights to build a 40 mile (64km) connection between the two railroads. After years of negotiation the D&RGW gain trackage rights on the D&SL from Denver to the new cutoff. In 1932, the D&RGW began construction of the Dotsero Cutoff west of Glenwood Springs to near Bond on the Colorado River, at a location called Orestod (Dotsero spelled backward). Despite the common misconception that Dotsero is a shortening of "Dot Zero," the station name exists from the construction of the Standard Gauge line to Glenwood Springs in the 1890s. Construction completed in 1934 giving Denver a directed transcontinental link to the west. The D&RGW though slipped again into bankruptcy in 1935. Emerging in 1947 it merged with the D&SL on 3 March 1947 gaining control of the "Moffat Road" through the Moffat Tunnel and a branch line from Bond to Craig, Colorado.

Merger with Southern Pacific

In 1988, Rio Grande Industries, the company that controlled the Denver and Rio Grande Western Railroad, under the direction of Philip Anschutz, purchased the Southern Pacific Railroad. The combined company took the Southern Pacific name due to its name recognition among shippers.

On 11 September 1996 Anschutz sold the combined company to the Union Pacific Railroad in a response to the earlier merger of the Burlington Northern and the Santa Fe which formed the Burlington Northern and Santa Fe Railway.

Passenger trains

This is a partial list of D&RGW passenger trains since 1947. Westbound trains had odd numbers, while eastbound trains had even numbers.

Train numbers.....Train name.....Endpoints.....Years of operation

1/2........Royal Gorge Denver-Grand Junction (via Royal Gorge)
5/6........The Exposition Flyer Chicago-Oakland 1939-1949
5/6........Amtrak's California Zephyr Chicago-Oakland 1983-
7/8........Prospector Denver-Salt Lake City (via Moffat Tunnel)
9/10......Yampa Valley Mail Denver-Craig
17/18....California Zephyr Chicago-Oakland 1949-1970
17/18....Rio Grande Zephyr Denver-Salt Lake City 1970-1983
19/20....Mountaineer Denver-Montrose
461/462 Silverton Durango-Silverton
............Ski Train Denver-Winter Park

Today, the D&RGW's Ski Train serves the city of Winter Park, Colorado, out of Union Station in Denver.

References

• Merle Armitage, Operations Santa Fe (1948), pp. 9-15
• James R. Griffin, Rio Grande Railroad (2003)
• Ross B. Grenard, Rio Grande In Color, Volume 1 (1992)
• James Sandrin, Rio Grande In Color, Volume 2 (1998)
• Jackson C. Thode, A Century of Passenger Trains...And Then Some... (1972)
• Colorado Rail Annual, No. 11 (1981)


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)]

[artpeterson]

Hi Al -

Thanks for the RI "Pacific Shore" info!

Art

[BudKarr]

Good Afternoon Captain Tom

Just stopped by after having visited the bar - dropped off my "daily" over there. Nice work with the PRR!

Just thought of something - perhaps we should have an "Ask Al" feature - then provide the ANSWERS over at the bar - that may be the way to attract some "new blood"!! <girn>

So, what do we have here today [?] Ah, Rio Grande . . . alright, try this one . . .

1948 Rio Grande ads






Finally something I can contribute to! [swg]


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

[passengerfan]

Denver
&
Rio Grande
Western
(D&RGW)
Streamlined Dome Cars
by Al

The Denver & Rio Grande Western was one of three operating partners along with the Chicago Burlington & Quincy and Western Pacific of America’s most famous cruise train the VISTA-DOME CALIFORNIA ZEPHYR.
The D&RGW operated this famous streamliner between Denver and Salt Lake City in its crossing of the Rockies. The eastbound and westbound VISTA-DOME CALIFORNIA ZEPHYRS generally if operating on time would pass one another in Glenwood Canyon one of the most scenic areas of the entire Chicago- San Francisco journey.
The new cars for the jointly owned VISTA-DOME CALIFORNIA ZEPHYR began arriving almost a year before the train entered service March 20, 1949.
It required 6-eleven car consists for daily service in each direction. A total of 67-cars were originally constructed for the new trains Ownership of the cars was apportioned based on the mileage each of the railroads operated the new trains.
Largest owner of VISTA-DOME CALIFORNIA ZEPHYR cars was CB&Q with 27 increased to 34 in 1952. Followed by the WP with 24 increased to 26 in 1952. The D&RGW owned 15 increased to 16 in 1952. The PRR owned a single 10-6 sleeper for through New York – Chicago service.
Of the total of 67 original cars built for the VISTA-DOME CALIFORNIA ZEPHYR, 30 were Vista-Domes. Only one of the ten new cars added in 1952 was a Vista-Dome car.
The D&RGW owned six Vista-Domes of the original order for cars.
The description of each of these car types is found in the CB&Q chapter of the book.
The D&RGW owned four Vista-Dome 46-leg rest seat dome-coaches, one Vista-Dome Crew Dormitory Buffet Lounge car and a Vista-Dome 3-double bedroom 1-drawing room bar lounge Observation.
All VISTA-DOME CALIFORNIA ZEPHYR cars were delivered in their natural stainless steel finish with a panel centered above the windows with the train name in black lettering CALIFORNIA ZEPHYR. Near the car ends above the windows were smaller panels with the initial of that particular cars owning railroad, and centered below the windows on the car sides was a flat stainless steel panel with the car number and name in black. All VISTA-DOME CALIFORNIA ZEPHYR cars followed CB&Q practice and carried SILVER prefix names.
The D&RGW owned Vista-Domes are listed below.
VISTA-DOME 46-SEAT LEG REST COACHES

1105 SILVER BRONCO

1106 SILVER COLT

1107 SILVER MUSTANG

1108 SILVER PONY

VISTA-DOME BUFFET LOUNGE 17-CREW DORMITORY

1140 SILVER SHOP

VISTA-DOME 3-DBR 1-DR BAR LOUNGE OBSERVATION

1145 SILVER SKY

In addition the D&RGW purchased three used domes from the C&O in September 1949. These three cars were those Coach Observations originally built for the stillborn CHESSIE and numbered 1875 – 1877. The CHESSIE had been operating the cars in PERE MARQUETTE service to and from Chicago. As operated by the C&O the cars had the standard 24 seats in the dome and the rest of the cars featured 20 coach seats forward of the dome on the main level and after the dome on the main level was a lounge area in the observation end with seating for sixteen. Beneath the domes of these cars was located a newsagents stand and a pair of bathrooms. Before delivery to the Rio Grande the cars were shopped and fitted with an adaptor for mid-train use still retaining most of the observation end appearance. Upon arrival on the Rio Grande the cars now painted Grande Gold with Black stripes and stainless steel were numbered 1248-1250. The cars were assigned to the three consists of the ROYAL GORGE initially for service between Denver and Salt Lake City. The mid train feature the cars were fitted with was used initially between Grand Junction and Salt Lake where the ROYAL GORGE was combined with the PROSPECTORS. Beginning in 1956 the cars mid train feature was utilized daily between Denver and Colorado Springs daily in each direction as well. For it was in 1956 that the CB&Q introduced the new VISTA DOME DENVER ZEPHYRS with four through cars to Colorado Springs daily. Each mornings arriving DENVER ZEPHYR switched four cars to the rear of the waiting ROYAL GORGE for the trip to Colorado Springs. In the afternoon that days eastbound ROYAL GORGE returned the cars from Colorado Springs to the waiting eastbound VISTA DOME DENVER ZEPHYR in Denver.

As this is written the above cars are scattered around as follows:
1105 SILVER BRONCO owned by ANSCO stored at UP Burnham yard Denver, Colorado.
1106 SILVER COLT transferred to Amtrak ownership April 1983 with number 9446 not actually applied. See Amtrak for further details.
1107 SILVER MUSTANG transferred to Amtrak ownership April 1983 with number 9447 not actually applied. See Amtrak for further details.
1108 SILVER PONY transferred to Amtrak ownership April 1983 with number 9448 not actually applied. See Amtrak for further details.
1140 SILVER SHOP owned by ANSCO until traded to VIA Rail Canada numbered 519 in deal for Tempo cars for Ski Train service in December 1987. See VIA Rail Canada for disposition.
1145 SILVER SKY owned by ANSCO until traded to VIA Rail Canada in deal for Tempo cars for Ski Train service in December 1987. See VIA Rail Canada for disposition.

TTFN Al

[LoveDomes]

G'day Captain Tom

What's WRONG with this PICTURE [?] More info being passed around here than over at the bar! Now that's upside down, isn't it [?] We need to talk!

Good Pennsy stuff over at "Our" Place - and sorry to say I haven't the time to spend here today. I see there's been a decent amount of 'stuff' already, so anything I could find would simply be "fodder."

Until the next time!


Lars

[passengerfan]

DENVER
&
RIO GRANDE
WESTERN
Streamlined Coaches
by Al

On November 17, 1941 the Rio Grande inaugurated streamlined PROSPECTORS between Denver and Salt Lake City via the Moffat Tunnel and Dotsero cutoff. These overnight two car Budd built self propelled mini streamliners were withdrawn from service eight months later never to operate again. Each car had two under floor mounted Hercules Diesels powering generators that supplied power to the truck mounted traction motors. The lead unit in the M-1 and M-2 train sets contained a Control Cab – Baggage Compartment-44 revenue seat Coach. The second car in each train set contained 8 Pullman Sections 2 Chambrettes Buffet 8 seat Dinette 4 seat Lounge Observation. The two units of the M-I set were named JOHN EVANS and DAVID MOFFAT; the two units in the M-2 seat were named BRIGHAM YOUNG and HEBER C. KIMBALL.
The D&RGW would become one of the operating partners in the CALIFORNIA ZEPHYRS inaugurated March 20, 1949 between Chicago and Oakland. By way of the CB&Q between Chicago and Denver, D&RGW between Denver and Salt lake City, and the WP between Salt Lake City and Oakland Pier where ferryboats carried the passengers to San Francisco. The D&RGW who operated the CALIFORNIA ZEPHYR the shortest distance owned just over one of the six consists of this train. The complete consists of the CALIFORNIA ZEPHYR were discussed in the CB&Q chapter so will not be discussed here. The D&RGW owned four of the Vista Dome 46 revenue seat Leg Rest Coaches one of these being originally designated the Women & Children’s car with a door separating this section from the rest of the car. When this door was removed from 1105 SILVER BRONCO it was just another Vista Dome Coach. The only other coaches ever assigned to the CALIFORNIA ZEPHYR was the 48 seat Leg Rest Coaches rebuilt from the 16 section sleeping cars during the 1960’s. The two RIO GRANDE cars 1120 SILVER ASPEN and 1121 SILVER PINE were both rebuilt to 48 revenue seat Leg Rest Coaches in October, 1964 with no change of numbers or names.

24 SEAT VISTA DOME 46 REVENUE SEAT LEG REST COACHES Budd Company January – September 1948 (Built for and assigned to CALIFORNIA ZEPHYR later RIO GRANDE ZEPHYR)

1105 SILVER BRONCO

1106 SILVER COLT

1107 SILVER MUSTANG

1108 SILVER PONY

48 REVENUE SEAT LEG REST COACHES Budd Company October – November 1948 (Rebuilt from 16 Section Sleeping Cars in October 1964 for continued assignment to the CALIFORNIA ZEPHYR later RIO GRANDE ZEPHYR)

1120 SILVER ASPEN

1121 SILVER PINE

The Rio Grande purchased three Dome Coach Lounge Observations from the C&O in September 1949 that had been delivered to the C&O by Budd in August 1949 for use in the stillborn CHESSIE. Before entering Rio Grande service they were fitted with adapters that permitted them to be used mid train. These adapters resembled those used by the Seaboard AirLine but appeared more box-like in shape. These cars were assigned to the ROYAL GORGE trains that operated between Denver and Salt Lake City by way of Pueblo, its namesake gorge, and the climb up and over Tennessee Pass.

24 SEAT DOME 20 REVENUE SEAT COACH 16 SEAT LOUNGE OBSERVATION Budd Company August 1948 (Sold to Rio Grande by C&O in September 1949 assigned to ROYAL GORGE)

1875 originally C&O 1248

1876 originally C&O 1249

1877 originally C&O 1250

In 1950 the Rio Grande completed the streamlining of the ROYAL GORGE and streamlined the PROSPECTORS at the same time. The cars for these trains were delivered between March and November 1950. These cars were originally intended for service on the C&O part of their large Pullman Standard order some of the cars being diverted to other roads before delivery to the C&O took place. The Rio Grande purchased twenty-five cars total for service in their postwar streamlined ROYAL GORGE and PROSPECTOR trains. The twenty-five cars purchased were comprised of Baggage cars 1210-1212, Baggage 30’ Railway Post Office Cars 1200-1202, Baggage 7 Crew Dormitory 24 revenue seat Coaches 1230 and 1231, and 52 revenue seat Coaches 1240-1247. Their were 20 seat Dining Kitchen- Pantry-Bar 17 seat lounge Cars 1280 MT. TIMPANOGOS and 1281 JAMES PEAK, 8 seat Lunch Counter Buffet 36 seat Lounge Cars 1290 CASTLE GATE, 1291 ROYAL GORGE, and 1292 EAGLE CANON. The last four cars were the 10 roomette 6 double Bedroom Sleeping Cars JOHN EVANS, HEBER C. KIMBALL, DAVID MOFFAT, and BRIGHAM YOUNG. These four cars were remodeled beginning in December 1950 at the rate of one per month to 5 Section, 6 Double Bedroom, 5 Roomette Sleeping cars with work performed at Pullman’s Calumet plant with no change of names. Cars assigned to the PROSPECTORS were 1230, 1231, two coaches in the 1240-1247 series, 1280 MT. TIMPANOGOS, 1281 JAMES PEAK, and the four sleepers two per consist. The remaining cars were assigned to the three consists of the ROYAL GORGE trains.

BAGGAGE 7 CREW DORMITORY 24 REVENUE SEAT COACH COMBINATIONS Pullman Standard March – November 1950 (Built for and assigned to PROSPECTORS)

1230-1231

52 REVENUE SEAT COACHES Pullman Standard March – November 1950 (Built for and assigned to PROSPECTOR and ROYAL GORGE trains)

1240 – 1247

TTFN Al

[siberianmo]

G'day!

Here's something previously Posted over at the bar some months back . . . .

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


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


Great Northern Railway (GN)



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

Locale: Chicago, Illinois, to Seattle, Washington

Reporting marks: GN

Dates of operation: – 1970

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

Headquarters: St. Paul, Minnesota

(copied per terms of GNU Free Documentation License)
A Great Northern EMD F7 Locomotive.

The Great Northern Railway (AAR reporting mark GN), running from St. Paul, Minnesota to Seattle, Washington — more than 1,700 miles (2,736 km) — was the privately-financed creation of the 19th century railroad tycoon James J. Hill.

It crossed the Mississippi River on the Stone Arch Bridge in Minneapolis, near the Saint Anthony Falls, the only waterfall on the Mississippi. The bridge ceased to be used as a railroad bridge in 1978 and is now used as a pedestrian river crossing with excellent views of the falls and of the lock system used to grant barges access up the river past the falls.

The GN developed from the St. Paul and Pacific Railroad. In 1970 the GN became part of the Burlington Northern Railroad in a merger; today, Amtrak's Empire Builder uses the line.

(copied from public domain)
A Great Northern train pauses for the photographer four miles west of Minot, North Dakota in 1914.

Empire Builder
This train inspired the popular Empire Builder board game and computer version.

(copied per fair use clause of copyright laws)
Second No. 2, the Empire Builder glides through Summit, Montana on August 5, 1938.

(copied per fair use clause of copyright laws)
"Drumhead" logos such as these often adorned the ends of observation cars on the Empire Builder.

The Empire Builder is a passenger train route operated by Amtrak in the Midwestern and Northwestern United States. Before Amtrak, the Empire Builder was operated by the Great Northern Railway. The route runs from Chicago, Illinois toward the Pacific Ocean. The line splits in Spokane, Washington, terminating at Seattle, Washington's King Street Station (2,206 miles, or 3,550 km from Chicago) in the north and Portland, Oregon's Union Station (2,257 miles, or 3,632 km from Chicago) in the south.
The train passes through the states of Illinois, Wisconsin, Minnesota, North Dakota, Montana, Idaho, Washington, and Oregon. Layovers are made in St. Paul, Minot, and Spokane. Other major stops on the route are Milwaukee, Fargo, Whitefish, Montana, and Vancouver, Washington.

One train passes in each direction on a daily basis. The schedule is timed so that the train will pass through the Rocky Mountains at a time of day that has prime viewing conditions. When trains run on schedule, it takes 45 to 46 hours to travel the entire route. The Chicago–Seattle route is 2,206 miles (3,550 km), and the Chicago–Portland route is 2,257 miles (3,632 km).

History

(courtesy: www.trainweb.com)
Great Northern's Empire Builder passes through Winona Junction, Wisconsin in June, 1958. The cars bear the eye-popping Omaha Orange, Pullman Green, and gold stripe livery (known as the "Empire Builder scheme") that was the standard for GN passenger trains for 20 years.

The original Empire Builder was inaugurated by the Great Northern on June 11, 1929. The service was altered to carry additional passengers during World War II. After the war, new diesel trains were placed into service. This postwar service began on February 23, 1947.

The route was publicized for allowing riders to view the passing Rocky Mountain landscapes through domed windows on top of the passenger cars. Ultimately, the name comes from the nickname given to railroad tycoon James J. Hill, who built track passing through Minneapolis-St. Paul in the late 19th century and founded the Great Northern Railway.

Since inauguration, the service has run from Chicago to Spokane, then split from Spokane, continuing to Seattle and Portland.

Historical equipment used

The train's 1947 consist was as follows:

• Baggage-Mail car

(courtesy: www.trainweb.com)
Great Northern's Empire Builder stops in Havre, Montana in 1967, shortly after the road modernized its color scheme and logo, introducing the "Big Sky Blue" era (passenger equipment begins to receive the blue, gray and white paint scheme, replacing the traditional EB livery).

• "Chair" car / Coach (60 seats)
• "Chair" car / Coach (48 seats)
• "Chair" car / Coach (48 seats)
• "Chair" car / Coach (48 seats)
• Dormitory-Lunch Counter-Lounge
• Diner (36 seats)
• Sleeper (4 sections, 8 duplex roomettes, 4 double bedrooms)
• Sleeper (16 duplex roomettes, 4 double bedrooms)
• Sleeper (16 duplex roomettes, 4 double bedrooms)
• Sleeper (4 sections, 8 duplex roomettes, 4 double bedrooms)
• Sleeper-Observation (2 double bedrooms, 1 drawing room)

Car ownership on this train was by-and-large split between the Great Northern and the Chicago, Burlington and Quincy Railroad (CB&Q), though a couple of cars in the original consists were owned by the Spokane, Portland and Seattle Railway (SP&S). In this consist, one of the 48-seat "chair" cars and one of the 4-section sleepers were used for the connection to Portland, while the rest of the consist connected to Seattle.

Additional Info on Cars Used

The Great Northern coaches eventually found their way into state-subsidized commuter service for the Central Railroad of New Jersey after the Burlington Northern merger and remained until 1987 when NJ Transit retired its last E8A locomotive. Some of these cars remain in New Jersey. Some coaches were acquired from the Union Pacific, these also went to New Jersey. One of the 28 seat coach-dinette cars also remains in New Jersey and is stored near Interstate 78 wearing tattered Amtrak colors.

Current equipment used

(courtesy: www.trainweb.com)

Amtrak's Empire Builder stops in Minot, North Dakota in June, 2002.

The present-day Empire Builder uses Amtrak's double-deck Superliner equipment. In Summer, 2005 the train was "re-launched" with newly-refurbished equipment. A typical 2005 train consist would be (destination noted after the Spokane split):

• Baggage car (Seattle)
• Transitional Crew Sleeper (Seattle)
• Sleeper (Seattle)
• Sleeper (Seattle)
• Diner (Seattle)
• Coach (Seattle)
• Coach (Seattle)
• Sightseer Lounge (Portland)
• Coach Baggage (Portland)
• Coach (Portland)
• Sleeper (Portland)

Station stops

Amtrak's Empire Builder operates as train 7 westbound and 8 eastbound, with 27 and 28 splitting at Spokane for Portland. It makes the following station stops:
Illinois
• Chicago
• Glenview
Wisconsin
• Milwaukee
• Columbus
• Portage
• Wisconsin Dells
• Tomah
• La Crosse
Minnesota
• Winona
• Red Wing
• St. Paul-Minneapolis
• St. Cloud
• Staples
• Detroit Lakes
North Dakota
• Fargo
• Grand Forks
• Devils Lake
• Rugby
• Minot
• Stanley
• Williston
Montana
• Wolf Point
• Glasgow
• Malta
• Havre
• Shelby
• Cut Bank
• Browning
• East Glacier Park
• Essex
• West Glacier
• Whitefish
• Libby
Idaho
• Sandpoint
Washington
• Spokane
• Ephrata
• Wenatchee
• Everett
• Edmonds
• Seattle
To/from Portland (splits at Spokane)
Washington
• Spokane
• Pasco
• Wishram
• Bingen-White Salmon
• Vancouver
Oregon
• Portland

References

• Wayner, Robert J., ed. (1972), Car Names, Numbers and Consists, Wayner Publications, New York, NY


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)]

[passengerfan]

GREAT
NORTHERN
(GN)
Streamlined Dining & Lounge Cars
by Al

The Great Northern became the first railroad to introduce new streamlined full service long distance trains following WW II. Pullman Standard between December 1946 and February 1947 delivered five train sets consisting of twelve cars each in time for the new EMPIRE BUILDERS inaugural February 23, 1947. Each of the new train sets featured three feature cars a 19-crew dormitory 10-seat lunch counter 10-seat lounge car, 36-seat dining car and a 2-double bedroom 1-drawing room buffet 27-seat lounge observation. The lunch counter dining car and the 36-seat dining car operated on a St. Paul-Chicago-Seattle-St. Paul cycle while all other cars operated Chicago-Seattle-Chicago. The lunch counter-lounge car was primarily for the use of coach passengers and the 36-seat dining car was for both coach and Pullman passengers. The sleeper-lounge observation was reserved for Pullman passengers only. One complete set of equipment was CB&Q owned the other four were Great Northern owned. The GN modernized and semi-streamlined a heavyweight dining car 1032 MINNESOTA, for standby service in the EMPIRE BUILDER if it became necessary to substitute for one of the trains fully streamlined diners. It was difficult to see if this car was operating in a EMPIRE BUILDER consist as the streamlining accomplished on this car by GN shops was excellent, the telltale was the six-wheel trucks under this car. The three feature cars of the 1947 edition of the EMPIRE BUILDER were both numbered and named.

19-CREW DORMITORY 10-SEAT LUNCH COUNTER 10-SEAT LOUNGE CARS Pullman Standard January-February 1947 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1140 WATERTON LAKE

1141 ST. MARY LAKE

1142 TWO MEDICINE LAKES

1143 COEUR D’ALENE LAKE

CB&Q

1144 RED EAGLE LAKE

36-SEAT DINING CARS Pullman Standard January – February 1947 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1150 LAKE SUPERIOR

1151 LAKE McDONALD

1152 LAKE CHELAN

1153 LAKE JOSEPHINE

CB&Q

1154 LAKE MICHIGAN

2-DOUBLE BEDROOM 1-DRAWING ROOM BUFFET 27-SEAT LOUNGE OBSERVATIONS Pullman Standard January – February 1947 Plan: 4109 Lot: 6751 (Built for and assigned to EMPIRE BUILDER later WESTERN STAR)

GN

1190 MISSISSIPPI RIVER

1191 MISSOURI RIVER

1192 FLATHEAD RIVER

1193 KOOTENAI RIVER

CB&Q

1194 MARIAS RIVER

The GN semi-streamlined a connecting train to the EMPIRE BUILDER that operated between Great Falls and Havre. This connecting train comprised a rebuilt and streamlined motorcar with a baggage compartment one heavyweight coach semi streamlined and the third car was a converted from a heavyweight coach. The car number 1059 ROBERT S. FORD featured 12-seat Dinette and 14 –seat Parlor for those passengers traveling first class on the main EMPIRE BUILDER either eastbound or westbound. The motorcar was replaced by a conventional diesel and baggage car after the hybrid was found unsatisfactory in maintaining the connecting service.
In order to give the commissary in St. Paul additional time in preparing the lunch counter lounge car and dining car for each days eastbound EMPIRE BUILDER the GN built an additional car of each of these types in their own shops. The GN built cars were both completed in July 1949 and were identical to the Pullman Standard built cars of 1947. The GN cars were painted and lettered for EMPIRE BUILDER service at the time of delivery.

19-CREW DORMITORY 10-SEAT LUNCH COUNTER 10-SEAT LOUNGE CAR Great Northern Shops July 1949 (Built for and assigned to EMPIRE BUILDER pool later WESTERN STAR)
1148 DEVILS LAKE

36-SEAT DINING CAR Great Northern Shops July 1949 (Built for and assigned to EMPIRE BUILDER pool later WESTERN STAR)

1155 LAKE WASHINGTON

In June 1950 the GN introduced three completely new daytime 5-car streamliners. Two of these were the new INTERNATIONALS operating a three times daily round trip schedule between Seattle and Vancouver, British Columbia. Each of these American Car & Foundry built streamliners carried two feature cars. Each INTERNATIONAL train set carried a 28-seat coach 24-seat café car 1145 or 1146. Each cars kitchen separated the coach seating and café seating.
The Parlor Observations of the INTERNATIONALS provided a small buffet for the car attendant to serve first class passengers drinks from. These two beautiful cars featured a customs inspection room the small buffet a parlor bedroom 17-parlor seats and 17-seat lounge observation. These two cars were numbered and named 1195 PORT OF SEATTLE and 1196 PORT OF VANCOUVER.

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

1145, 1146

CUSTOMS OFFICE BUFFET PARLOR BEDROOM 17-REVENUE SEAT PARLOR 17-SEAT LOUNGE OBSERVATIONS American Car & Foundry May 1950 (Built for and assigned to INTERNATIONALS)

1195 PORT OF SEATTLE

1196 PORT OF VANCOUVER

The other five-car streamliner introduced in June 1950 was the RED RIVER between Grand Forks and St. Paul round trip daily. This train carried one feature car the Observation 1147 RED RIVER. This car offered an 8-seat dining room 9-seat lunch counter 16-seat Parlor observation.

8-SEAT DINING 9-SEAT LUNCH COUNTER 16-SEAT PARLOR OBSERVATION American Car & Foundry May 1950 (Built for and assigned RED RIVER)

1147 RED RIVER

In December 1950 Pullman Standard delivered nine sleeping cars to the Great Northern one of these was a sleeper-lounge-observation identical to the earlier ones from Pullman Standard built for the EMPIRE BUILDER in 1947. The reason for the new cars was a sixth consist was needed for the inaugural of the WESTERN STAR a new streamlined train to be inaugurated on June 3, 1951 between Chicago and Seattle-Portland on a slower schedule than the EMPIRE BUILDER thus the need for six sets of equipment. Actually the new WESTERN STAR would operate using the 1947 EMPIRE BUILDER equipment and the EMPIRE BUILDER was reequipped with all new fifteen car consists inaugurated the same date June 3, 1951.

2-DOUBLE BEDROOM 1-DRAWING ROOM BUFFET 27-SEAT LOUNGE OBSERVATION Pullman Standard December 1950 Plan: 4109A Lot: 6878 (Built for and assigned to WESTERN STAR)

1197 PRIEST RIVER

The new 1951 EMPIRE BUILDERS provided three feature cars in each fifteen-car consist. For the coach passengers there was the new G-N Ranch car with its 14-seat lunch counter 12-seat dinette 18-seat lounge. Another of the 1951 EMPIRE BUILDER feature cars was new 36-seat dining car. The other feature car was the Buffet Lounge Observations. The Great Northern purchased six each of the feature cars in order to change all three out on their eastbound trip at St. Paul and fully replenished cars would be added at that time. American Car & Foundry constructed all three-feature cars along with the head end cars and 60-seat coaches. Pullman constructed the new EMPIRE BUILDERS Sleeping cars and 48 seat leg-rest coaches.
Great Northern referred to the large windows located in the lounge observations as picture windows. Each of these cars also carried three Roomettes one for the car attendant, one for the Pullman conductor and the third for the Traveling passenger representative carried on the EMPIRE BUILDER. Only the Great Northern would ever own streamlined observations with roomettes as accommodation. A buffet and 38-lounge seats in the observation occupied the rest of these cars. The Great Northern received six each of the feature cars for the Mid-Century EMPIRE BUILDER.

G-N RANCH 14-SEAT LUNCH COUNTER 12-SEAT DINETTE 18-SEAT LOUNGE CARS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1240 CROSSLEY LAKE

1241 RUNNING CRANE LAKE

1242 HIDDEN LAKE

1243 ICEBERG LAKE

1244 WHITE PINES LAKE

1245 WHITEFISH LAKE

36-SEAT DINING CARS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1250 LAKE OF THE ISLES

1251 LAKE WENATCHEE

1252 LAKE ELLEN WILSON

1253 LAKE UNION

1254 LAKE MINNETONKA

1255 LAKE OF THE WOODS

3-CREW ROOMETTE BUFFET 38-SEAT PICTURE WINDOWED LOUNGE OBSERVATIONS American Car & Foundry May 1951 (Built for and assigned to EMPIRE BUILDER)

1290 APPEKUNNY MOUNTAIN

1291 ST. NICHOLAS MOUNTAIN

1292 GOING-TO-THE-SUN MOUNTAIN

1293 CATHEDRAL MOUNTAIN

1294 TREMPALEAU MOUNTAIN

1295 LITTLE CHIEF MOUNTAIN

For there next trains to be modernized the Great Northern turned to the 944-949 series of prewar 58-seat coaches that had served in the heavyweight EMPIRE BUILDER. Six of these 58-seat cars were assigned to the BADGER-GOPHER with two of the cars having seating reduced to 44. The reason for the seat reduction in cars 944 and 945 was a Train Sales Galley was installed in these cars for an attendant to travel through the coaches offering hot and cold drinks sandwiches and snacks. One of these cars was assigned to each GOPHER train set doubling in the BADGER service as well. These cars operated a round trip daily between St. Paul and Duluth.
In addition to the two train sales galley equipped coaches the GN shops modernized and remodeled to heavyweight Pullman Standard coaches originally built as parlor cars into Café Parlor Observations for the postwar BADGER-GOPHER service. The two cars when completed by GN shops featured a 10-seat Dinette and 26-seat Parlor Observation.
Pullman sold heavyweight parlor cars CORDELIA and NATALIE to the GN in June 1942. The GN rebuilt both to coaches numbering them 1083 and 1084 respectively. When the two cars were shopped in April 1952 they emerged as fully modern streamlined appearance Café Parlor Observations with squared off rear observation ends. After rebuilding the cars retained the numbers 1083 and 1084 but names were added 1083 was named TWIN CITIES and 1084 was named TWIN PORTS.
In June 1953 the CB&Q sold WESTERN STAR cars 1144-RED EAGLE LAKE and 1154-LAKE MICHIGAN to the Great Northern. The cars retained the same numbers in GN ownership.
In September 1953 the GN transferred one set of the Mid-Century EMPIRE BUILDER equipment to CB&Q ownership. The three feature cars transferred to CB&Q ownership were 1243 ICEBERG LAKE, 1250 LAKE OF THE ISLES and 1291 ST. NICHOLAS MOUNTAIN.
In August 1954 the GN shops completed the rebuilding of two heavyweight dining cars into modernized coach dining cars for service in the CASCADIAN the GN trains that operated on a daylight schedule between Seattle and Spokane daily in each direction. Once again the GN assigned 938-943 series coaches to these trains and the two Café-Dining cars numbers 1060 and 1061. These two cars were originally heavyweight dining cars 1030 OREGON and 1031 WISCONSIN, when modernized by GN shops they resembled lightweights except for there telltale six wheel trucks. The interiors were fitted with 18-reserved coach seats at one end and a 16-seat Café at the other end of these cars. They carried the train name on either side of the vestibule and were equipped with a red mars light to bring up the rear of the CASCADIAN trains.
The two cars were assigned to the DAKOTAN trains after the CASCADIANS had been discontinued.
In March 1956 GN rebuilt two of their 16-Duplex Roomette 4-Double Bedroom Sleeping cars 1175 OBERLIN GLACIER and 1177 HARRISON GLACIER. When the two cars emerged from the shops it was with new numbers and names 1198 MANTOBA CLUB and 1199 WINNIPEG CLUB. The new interiors fitted contained 8-Duplex Roomettes 2-Double Bedrooms Buffet 12-seat Dinette 12-seat Lounge. The two cars were rebuilt for the overnight WINNIPEG LIMITEDS between St. Paul and Winnipeg.

8-DUPLEX ROOMETTE 2-DOUBLE BEDROOM BUFFET 12-SEAT DINETTE 12-SEAT LOUNGE CARS (Rebuilt March 1956 assigned to WINNIPEG LIMITED)

1198 MANITOBA CLUB originally 1175 OBERLIN GLACIER

1199 WINNIPEG CLUB originally 1177 HARRISON GLACIER

TTFN Al

[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

[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]

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

[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)]

[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)]

[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

[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

[siberianmo]

G'day!

My finale for this day . . . .


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


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Okay, just one more . . .


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


Later! [tup]

Tom[4:-)] [oX)]

[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!

[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 #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!

[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!

[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

[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

[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.)

[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

[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)]

[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!

[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