A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Next up from the list is #4 . . . .

B&M F7A #4268 (foto credit: Ted Blank)


Later! [tup]

Tom[4:-)][oX)]

[passengerfan]

BALTIMORE
&
OHIO
(B&O)
Streamlined Dining & Lounge Cars
by Al

Baltimore & Ohio owned few lightweight streamlined dining and lounge cars, even though an early pioneer in streamlining with the early experimental “Wind splitter” early in the century.
The first two lightweight streamlined dining cars were the two built for the B&O ROYAL BLUE and B&O subsidiary C&A ABRAHAM LINCOLN. The former operated between Jersey City and Washington, D.C. the latter between St. Louis and Chicago. Both trains were eight cars as delivered by American Car & Foundry in 1935. The choice of building materials of the two trains varied as well. The ABRAHAM LINCOLN consist delivered in April 1935 was built of Cor-Ten steel, and entered service on the Alton July 1, 1935. The ROYAL BLUE consist delivered in early June 1935 was constructed of Aluminum with a Cor-Ten steel center frame. Due to the thickness of the aluminum the cars from the two streamliners weighed approximately the same. Later aluminum construction would be lighter in weight than comparable steel cars although it is generally felt the lightest and safest construction was Budd stainless steel shot-welded together.
The ROYAL BLUE entered scheduled service June 24, 1935.
Each of the two streamliners as built featured a single lunch counter –dining car. The cars served as lounge cars during non-meal hours.
The ROYAL BLUE car was numbered 5700 and seated ten at the lunch counter and 32 in the dining area at eight tables for four. The car was trainlined as the fifth car in the eight-car train.
The ABRAHAM LINCOLN car was numbered 5701 and seating was identical to the 5700. The 5701 was trainlined in the same position as the 5700.
The ROYAL BLUE which had added one additional coach in January 1937 was repainted in C&A colors and was renamed the ABRAHAM LINCOLN July 26, 1937. The earlier ABRAHAM LINCOLN was renamed the ANN RUTLEDGE at that time. This gave the ALTON twice-daily round trip daily streamliner service between Chicago and St. Louis.
Sometime between the time they first entered service in 1935 and 1940 the two Lunch counter – dining cars gave up one lunch counter seat as the seat in question was difficult to get in and out of if passengers were seated in the seats on either side.
In 1946 both lunch counter – dining cars were rebuilt to 40-seat dining cars losing the lunch counters at that time.
The cars from these two early streamliners were not retired until 1969.

10-SEAT LUNCH COUNTER 32-SEAT DINING CAR American Car & Foundry April 1935 (Built for and assigned to ABRAHAM LINCOLN later ANN RUTLEDGE)

5701

10-SEAT LUNCH COUNTER 32-SEAT DINING CAR American Car & Foundry June 1935 (Built for and assigned to ROYAL BLUE later transferred to Alton and assigned to ABRAHAM LINCOLN)

5700

Two 64-seat coaches one from the original ROYAL BLUE number 5800 and one from the original ABRAHAM LINCOLN consist number 5803 were rebuilt to Buffet lounge cars. The 5800 was rebuilt to a Buffet 38-seat Lounge car in July 1935 with no change of car number. Two years later in April 1937 B&O Mt. Clair shops rebuilt 5803 to a Buffet 38-seat lounge car again with no change of car number. Both cars received three additional lounge seats in 1946.
The original ABRAHAM LINCOLN Baggage 30’ Railway Post Office car 5751 was rebuilt in 1936 to a Baggage 36-seat coach with no change of number. In 1941 car 5751 was again shopped emerging as a Baggage Bar 8-seat lounge 24-seat lounge car. The car underwent a further remodeling in 1946 to a Baggage Buffet 24-seat Lounge car.
A re-equipped ROYAL BLUE was introduced April 25, 1937 replacing the lightweight streamlined train that entered service June 24, 1935. The B&O Mt. Clare shops streamlined the eight-car heavyweight train. The train offered three feature cars a buffet 52-seat coach 3065 rebuilt from coach 5326. This car had a buffet at one end that passengers could purchase items from and return to their seat to consume. The 3065 operated as the fifth car in the eight-car train.
Car 1075 was a six seat Lunch Counter 36-seat dining car rebuilt from heavyweight 36-seat dining car 1051. The 1075 operated as the sixth-car in the ROYAL BLUE train.
The eighth- car was a buffet 34-seat lounge observation rebuilt from heavyweight coach 5325. The Solarium type observation was a popular place for passengers traveling between Jersey City and Washington. This consist was renamed the COLUMBIAN December 9, 1937 when another streamlined heavyweight train was introduced as the new ROYAL BLUE.
The new eight-car streamlined train operated opposite the COLUMBIAN when one train was southbound the other was northbound.
The fifth, sixth and eighth cars were feature cars of this ROYAL BLUE consist.
The fifth-car 3066 was a 7-seat lunch counter 38-seat coach rebuilt from heavyweight coach 5295.
The sixth car in this ROYAL BLUE consist was a 44-seat dining car 1076 rebuilt from heavyweight 36-seat dining car 1054.
The eighth cars was a buffet 34-seat lounge observation 3301 rebuilt from heavyweight coach 5298. This car was identical to the 3300 then transferred to the COLUMBIAN.
Pullman Standard streamlined 22 heavyweight cars for the two consists of the CAPITOL LIMITED necessary for daily service between Washington and Chicago. The train did carry through sleeping cars beyond its eastern terminal Washington to Jersey City, but the train was assembled and disassembled at Washington in both directions. Besides the 22-cars streamlined by Pullman Standard for the CAPITOL LIMITED the B&O Mt. Clare shops streamlined two matching 36-seat dining cars one for each trains consists. The two dining cars were 1061 MARGARET BRENT and 1062 VIRGINIA DARE.
The four feature cars streamlined by Pullman Standard were the two Baggage 12-Crew Dormitory Buffet 18-seat Lounge cars CAPITOL GARDEN and CAPITOL HILL and the two 1-Drawing Room 3 Compartment Buffet 18-seat Lounge 8-seat Sun Room Observations CAPITOL ARMS and CAPITOL CITY.
The other major route operated by the B&O was the Washington – St. Louis route. The B&O NATIONAL LIMITED was there premier train on this route. In 1940 the B&O streamlined sixteen heavyweight cars and Pullman Standard streamlined twenty-three cars for this service this gave the B&O three complete train sets with a spare Baggage-12-Crew Dormitory-Buffet-18-seat Lounge and one spare 28-seat Dining 12-seat Cocktail Lounge car. The four Baggage 12-Crew Dormitory Buffet 18-seat lounge cars were 1302-1305 rebuilt from heavyweight Baggage-coaches 1417,1419,1423 and 1425 respectively.
The four 28-seat dining 12-seat Cocktail lounge cars were 1077 – 1080 rebuilt from 36-seat dining cars 1036 – 1040 respectively.
The three Sleeper-Buffet Lounge sunroom observations rebuilt by Pullman Standard were CAPITOL ESCORT, PALM ISLANDS and PALM KEY. These cars featured 1 Drawing Room 3 Compartments Buffet 18 seat Lounge 8-seat Sun Room Observations.
On December 19, 1941 just days after the United States entered WW II the B&O extended the COLUMBIAN route from its Jersey City – Washington routing to Jersey City – Chicago as an all coach companion train to the all Pullman CAPITOL LIMITED. As two consists were necessary for this service a number of cars were streamlined or remodeled for this service. The 1300 was remodeled to a Baggage 12-crew dormitory Buffet 18-seat Lounge car ad renumbered 1306. The other COLUMBIAN consist operated with the spare NATIONAL LIMITED car of this type 1302.
Two new 47-seat dining cars were assigned to the two consists of the COLUMBIAN, one was remodeled from 1075 from the April 1937 ROYAL BLUE consist and renumbered 1082, the 1081 was rebuilt and streamlined from heavyweight 36-seat dining car 1050.
Buffet Observation 3300 was renumbered 3303 and the 3302 was rebuilt and remodeled from heavyweight coach 5234.
The B&O built two fully streamlined five-car trains using the chassis, running gear and framing from heavyweight coaches and inaugurated the new CINCINNATIAN’S January 19, 1947 between Baltimore and Cincinnati daily in each direction. Each five car consist operated with two feature cars. The first car in each consist was a Baggage Crew Dayroom Buffet 24-seat Lounge Car. The two cars of this type built for the new streamliners were 1307 EDEN PARK and 1308 HYDE PARK.
The fifth and last car in each consist was a Kitchen Pantry 23-sat dining room 21-seat lounge observation. The observations were beautiful round end type and the entire consists looked to be factory built so well built were the Mt. Clare shop cars. The two Observations were numbered and named 3304 PEEBLES CORNER and 3305 FOUNTAIN SQUARE.
Two all-new eight-car COLUMBIAN train sets entered service in May 1949. The new trains were built by Pullman Standard and became the first dome trains to operate between Baltimore-Washington and Chicago thanks to the clearances enjoyed by the B&O along their route between these cities. Not counting the Strata-Dome Coach in each consist there was three feature cars in each consist.
The first car in each consist was a Baggage 12-Crew Dormitory Buffet 16-seat Coffee Shop car.

BAGGAGE 12-CREW DORMITORY BUFFET 16-SEAT COFFEE SHOP CARS Pullman Standard May 1949 (Built for and assigned to COLUMBIANS)

1350 HARPERS FERRY

1351SILVER SPRING

The fifth car in each new COLUMBIAN consist was a 38-seat Dining car with seating arranged at triangular tables.

38-SEAT DINING CARS Pullman Standard May 1949 (Built for and assigned to COLUMBIANS)

1090 AKRON

1091 PITTSBURGH

The last car in each consist was a Tavern Lounge Observation seating 36 in the tavern followed by a bar and a 28-seat lounge observation.

36-SEAT TAVERN LOUNGE BAR 28-SEAT LOUNGE OBSERVATIONS Pullman Standard May 1949 (Built for and assigned to COLUMBIANS)

3315 CHICAGO

3316 WASHINGTON

The remaining B&O feature cars were all acquired used from other railroads with the exception of two special RDC-2s. The first of these was a pair of 5-Double Bedroom Buffet 25-Seat Lounge Observations purchased from the C&O in February 1951. These were Blunt end observation cars and were assigned to the AMBASSADOR operating between Baltimore/Washington and Detroit.

7502 DANA originally C&O 2501 SHENANDOAH CLUB

7503 METCALF originally C&O 2505 OHIO RIVER CLUB

Two identical cars were delivered by the C&O to the B&O in March 1951 and these two after repainting were assigned to bring up the markers of the CAPITOL LIMITED.

7500 NAPPANEE originally C&O 2502 TIDEWATER CLUB

7501 WAWASEE originally C&O 2507 WOLVERINE CLUB

The B&O purchased three sleeper buffet lounge observations from the NYC in January 1956. The NYC in the prewar SOUTHWESTERN LIMITED between New York and St. Louis operated these three cars. They became surplus to the NYC needs by 1955 and had seen very little use that year. Each of these cars featured 1 Compartment 1 Drawing Room 2 Double Bedrooms Buffet 25-seat Lounge Observation. The cars originally built in July 1939 were refurbished and repainted before entering B&O service. The B&O assigned the cars to their NATIONAL LIMITEDS between Baltimore and St. Louis. An interesting note is that the B&O retained the same names for the cars they had operated with while in NYC service as they were named for rivers between found along both railroads routes.

7510 GENESEE RIVER originally NYC 10650 GENESEE RIVER

7511 MAUMEE RIVER originally NYC 10651 MAUMEE RIVER

7512 WABASH RIVER originally NYC 10652 WABASH RIVER

The B&O purchased two special Rail Diesel cars that were delivered by Budd in October 1956. They probably most resembled an RDC- 3 than the RDC-2 designation they carried. The forward end of these two cars had a Baggage Compartment followed by a Kitchen that and then a 24 seat dining room with six booths for four. To the rear of the dining area was a coach compartment seating 24 and two restrooms. These two cars numbered 1960 and 1961 were initially operated with two RDC-1s each 1908-1911 delivered at the same time to make three car trains they operated as the DAYLIGHT SPEEDLINERS between Philadelphia and Pittsburgh daily in each direction.

SPECIAL RDC – 2 BAGGAGE KITCHEN 24-SEAT DINING 24-SEAT COACHS Budd Company October 1956 (Built for and assigned to DAYLIGHT SPEEDLINERS)

1960, 1961

Two twin-unit sets of Crew Dormitory Kitchen – Dining room cars were purchased from the NYC in February 1957 and after repainting were assigned to the B&O finest the CAPITOL LIMITEDS. The NYC had assigned these two sets of cars to the DETROITER between New York and Detroit. They were originally built for the C&O and sold to the NYC almost immediately after completion by Pullman Standard.

16-CREW DORMITORY KITCHEN
CARS

1093 ex NYC 472 originally C&O 1956 CALDWELL’S KITCHEN

1095 ex NYC 473 originally C&O 1957 BOTSFORD KITCHEN

52-SEAT DINING ROOM 12-SEAT COCKTAIL LOUNGE CARS

1092 ex NYC 409 originally C&O 1975 MICHIE”S TAVERN

1095 ex NYC 410 originally C&O 1976 HANOVER TAVERN

TTFN Al

[siberianmo]

G'day!

Here's a Pix for #3 on the list . . . .

B&O The Royal Blue (circa 1940s) (foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

ATLANTIC
COAST
LINE
Streamlined Sleeping Cars
by Al

The Atlantic Coast Line owned a total of 54 lightweight streamlined sleeping cars. Another 29 lightweight stream-lined sleeping cars were owned by the PRR, FEC, and RF&P and assigned to ACL trains between New York City and Florida. Two of the ACL owned sleeping cars were constructed for assignment to the DIXIELAND a Midwest - Florida streamliner. The ACL not only purchased new lightweight streamlined sleeping cars but also purchased several used lightweight streamlined sleeping cars from other roads, notably the C&O and NYC. Notable streamlined trains of the ACL assigned lightweight stream-lined sleeping cars were the CHAMPIONS, and the winter season all Pullman FLORIDA SPECIAL. Other ACL trains were equipped with some lightweight streamlined sleeping cars as well such as the VACATIONER, and MIAMIAN in later years.
It would be the fall of 1949 before the first lightweight streamlined sleeping cars began arriving on the ACL. These sleeping cars were owned by not only the ACL but by the FEC, RF&P, and PRR whose lines the ACL Florida streamliners transited enroute between New York and Florida. The PRR was responsible for the ACL trains between New York and Washington where they traveled behind the famous PRR GG-1 Electric Locomotives. From Washington to Richmond the ACL trains traveled over the double track mainline of the RF&P before gaining home rails. The ACL double track mainline stretched from Richmond, Virginia to Jacksonville, Florida and was the fastest track on the east coast between those points. Trains were able to operate at speeds of 100 mph if necessary to make up time and to assure on time arrivals, this exceptional track work with ATC installed was completed in the late 1940's following WW II. South of Washington diesels were assigned to the trains to and from Florida and came from a pool of ACL, RF&P, and FEC EMD E passenger units. The ACL CHAMPIONS were originally all coach streamliners but received heavyweight sleeping cars before WW II. The train names were changed to TAMIAMI CHAMPIONS and departed both northbound and southbound as two separate trains. The TAMIAMI CHAMPION #1 and #2 operated between New York and Florida's East Coast to Miami. The TAMIAMI CHAMPION #91 and #92 operated between New York and Tampa - St. Petersburg. The new trains were inaugurated May 2, 1941 southbound and May 4, 1941 northbound. Between June 6, 1941 and July 15, 1941 Pullman shopped seventeen heavyweight Pullmans and gave them a special paint job for service in the TAMIAMI CHAMPIONS. This paint scheme was silver with Black trucks and underbody, Purple letter boards with gold leaf lettering PULLMAN centered in that letter board. The heavyweight sleeping cars repainted and assigned to the new TAMIAMI CHAMPIONS follow:

10 SECTION 1 DRAWING ROOM 2 COMPARTMENT HEAVYWEIGHT SLEEPING CARS

CAPE COD

CAPE FERELLO

CAPE FORTUNA

CAPE LOOKOUT

CAPE SABLE

FORT AMADOR

FORT DODGE

10 SECTION 2 COMPARTMENT 1 DRAWING ROOM HEAVYWEIGHT SLEEPING CARS

ROLLINS COLLEGE

SOUTHERN COLLEGE

VASSAR COLLEGE

WASHINGTON COLLEGE

8 SECTION 5 DOUBLE BEDROOM HEAVYWEIGHT SLEEPING CARS

CLOVER BANK

CLOVER BLOOM

CLOVER CREEK

6 SECTION 6 DOUBLE BEDROOM HEAVYWEIGHT SLEEPING CARS
POPLAR SUMMIT

POPLAR TRAIL

POPLAR VALLEY

The ACL assigned the sleeping cars to the TAMIAMI CHAMPIONS as follows:

TAMIAMI CHAMPION
#1 - #2

POPLAR SLEEPER
New York City
Miami

CLOVER SLEEPER
New York City
Miami

CAPE or FORT SLEEPER
Washington
Miami

TAMIAMI
CHAMPION
#91 - #92

CAPE or FORT SLEEPER
New York City
St. Petersburg

COLLEGE SLEEPER
New York City
Tampa

After a disastrous wartime accident the ACL dropped the name TAMIAMI CHAMPIONS and thereafter the trains were known as the EAST COAST and WEST COAST CHAMPIONS. Sleeping cars returned to the WEST COAST CHAMPION following WW II and lightweight streamlined sleeping cars were assigned beginning December 16, 1949. The EAST COAST CHAMPION remained Coach only until the spring of 1950 when it received sleeping cars from FLORIDA SPECIAL after that train completed its winter only operational season. The EAST COAST CHAMPION for many years would only carry sleeping cars in the summer season between New York and Miami. The ACL operated both the All Pullman FLORIDA SPECIAL and MIAMIAN winter months between New York and Miami. Another all coach train for many years was the heavyweight VACATIONER between New York and both coasts of Florida.
The All-Pullman FLORIDA SPECIAL did not receive lightweight streamlined sleeping cars until December 16, 1949 winter season the year it became fully streamlined. It is interesting to note that the All Pullman Florida Special was the only streamlined all Pullman All Room train that was never assigned a lightweight streamlined Observation.
The first new lightweight stream-lined sleeping cars assigned to ACL trains were a group of forty-two 10 Roomette 6 Double Bedroom sleepers delivered by Pullman Standard to the ACL (25), FEC (11), RF&P (4) and PRR (6). All of these cars carried the Purple letter boards of the ACL with the owning roads name displayed. The six PRR cars were built to a slightly different plan then the other three roads 10 - 6 sleepers.

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard September - October 1949 Plan: 4140B Lot: 6809 (Built for and assigned initially to the FLORIDA SPECIAL and WEST COAST CHAMPION trains)

ACL
ALACHUA COUNTY

BEAUFORT COUNTY

BERKELEY COUNTY

CHATHAM COUNTY

CLARENDON COUNTY

COLLETON COUNTY

CUMBERLAND COUNTY

DARLINGTON COUNTY

DUVAL COUNTY

EDGECOMBE COUNTY

GLYNN COUNTY

HARNETT COUNTY

HILLSBOROUGH COUNTY

MARION COUNTY

NASH COUNTY

NASSAU COUNTY

NORTHAMPTON COUNTY

OSCEOLA COUNTY

PINELLAS COUNTY

POLK COUNTY

PRINCE GEORGE COUNTY

PUTNAM COUNTY

SEMINOLE COUNTY

SUMTER COUNTY

WARE COUNTY

FEC

BAHAMIAN

CAPARRA

COLUMBIA

CUBA

HAVANA

HONDURAS

ORIENTE

RF&P

CAROLINE COUNTY

HANOVER COUNTY

SPOTSYLVANIA COUNTY

STRATFORD COUNTY

10 ROOMETTE 6 DOUBLE BEDROOM SLEEPING CARS Pullman Standard October 1949 Plan: 4140 Lot: 6809 (Built for and assigned initially to FLORIDA SPECIAL and WEST COAST CHAMPION trains)

PRR

8345 CHESTER COUNTY

8346 BALTIMORE COUNTY

8347 BUCKS COUNTY

8348 DELAWARE COUNTY

8349 UNION COUNTY

8350 HUDSON COUNTY

Pullman Standard delivered ten sleeping cars with 21 Roomettes in September - October 1949 as well. These cars were owned five by the ACL and two each by the FEC and PRR with the remaining car RF&P owned all carried the Purple letter board of the ACL Florida trains. These cars were initially assigned to the WEST COAST CHAMPION and FLORIDA SPECIAL.

21 ROOMETTE SLEEPING CARS Pullman Standard September - October 1949 Plan: 4156 Lot: 6809 (Built for and assigned initially to FLORIDA SPECIAL and WEST COAST CHAMPION trains)

ACL

EDISTO ISLAND

PARRIS ISLAND

ROANOKE ISLAND

ST. SIMONS ISLAND

SULLIVANS ISLAND

RF&P

BYRD ISLAND

FEC

SALVADOR

URUGUAY

21 ROOMETTE SLEEPING CARS Pullman Standard September - October 1949 Plan: 4156A Lot: 6809 (Built for and assigned to ACL trains)

PRR

8298 GOVERNORS ISLAND

8299 STATEN ISLAND

In addition the ACL received six BEACH series 6 Double Bedroom Buffet 24 seat Lounge cars with two additional for the FEC and one for the RF&P. These cars were built by American Car & Foundry and delivered in November - December 1949 for ACL Florida service. Unlike Pullman Standard these AC&F built cars had separate lot numbers for each of the roads. These cars were initially assigned to the CHAMPIONS and the winter only FLORIDA SPECIAL.

6 DOUBLE BEDROOM BUFFET 24 SEAT LOUNGE CARS American Car & Foundry November - December 1949 Plan: 9002 (Built for and assigned to ACL trains)

ACL (Lot: 3090)

MYRTLE BEACH

PASS-A-GRILLE BEACH

PONTE VEDRA BEACH

SEA ISLAND BEACH

VIRGINIA BEACH

WRIGHTSVILLE BEACH

FEC (Lot: 3095)

MAGNOLIA

OLEANDER

RF&P (Lot: 3093)

COLONIAL BEACH

A group of ten cars with a rather odd interior configuration with 14 Roomettes and 2 Drawing Rooms was built for the Florida trains by AC&F and delivered in February - March 1950. Six of these sleeping cars were ACL owned two were PRR owned with one each owned by the RF&P and FEC. These cars were assigned to the WEST COAST CHAMPION and winter only FLORIDA SPECIAL. As with the previously mentioned AC&F built cars they carried different Lot numbers for each road.

14 ROOMETTE 2 DRAWING ROOM SLEEPING CARS American Car & Foundry February - March 1950 Plan: 9006 (Built for and assigned initially to FLORIDA SPECIAL and WEST COAST CHAMPION trains)

ACL (Lot: 3091)

ASHLEY RIVER

CAPE FEAR RIVER

COOPER RIVER

MANATEE RIVER

OGEECHEE RIVER

SUWANEE RIVER

RF&P (Lot: 3094)

FAIRFAX RIVER

FEC (Lot: 3096)

PANAMA

PRR (Lot: 3098)

8359 ANACOSTIA RIVER

8360 HACKENSACK RIVER

The new sleeping cars were assigned that first winter to only two trains the FLORIDA SPECIAL and the WEST COAST CHAMPION. Both of these trains required three sets of equipment to maintain daily operation in both directions. Of the forty-two 10 Roomette 6 Double Bedroom sleeping cars delivered thirty-nine were assigned to those two trains. Each FLORIDA SPECIAL was assigned eight and each WEST COAST CHAMPION was assigned five. Of the ten 21 Roomette cars delivered six or two per consist were assigned to the FLORIDA SPECIAL and three or one per consist to the WEST COAST CHAMPION. The FLORIDA SPECIAL was assigned two 6 Double Bedroom Bar 24 seat Lounge cars per consist and the WEST COAST CHAMPION was assigned one of these cars per consist this accounted for all nine of these cars built.
The ten 14 Roomette 2 Drawing Room cars were added to both the FLORIDA SPECIAL and WEST COAST CHAMPION trains after their delivery in February - March 1950. Each FLORIDA SPECIAL was assigned two per consist and each WEST COAST CHAMPION consist received one.
After the winter season ended the EAST COAST CHAMPION received Sleeping cars that had operated in the FLORIDA SPECIAL. Each winter the EAST COAST CHAMPION would revert to an All-Coach streamliner with the streamlined sleeping cars returning to the FLORIDA SPECIAL.
In October 1950 the ACL received four 10 Roomette 6 Double Bedroom Sleeping cars from the C&O who had over ordered and had a surplus of these cars. These cars were easily recognizable in whatever ACL train they were in as the Bedrooms were all located in the Middle of the car with five roomettes at each end over the trucks. The cars were assigned COUNTY series names by the ACL as follows.

BRYAN COUNTY originally C&O 2617 CITY OF BECKLEY

DILLON COUNTY originally C&O 2616 CITY OF RONCEVERTE

HALIFAX COUNTY originally C&O 2615 WHITE SULPHUR SPRINGS

VOLUSIA COUNTY originally C&O 2618 CITY OF ALDERSON

The ACL having withdrawn the 21 Roomette sleeping cars from the FLORIDA SPECIAL were operating foreign cars in this train with Bedrooms, Compartments and Drawing Rooms as this space was more in demand. By 1961 the ACL had made the decision to rebuild the 14 Roomette 2 Drawing Room Cars to 7 Double Bedroom 2 Drawing Room cars for the FLORIDA SPECIAL. The work on the six ACL owned cars was completed before the 1961-62 winter season and they were renamed in the BIRD series as follows:

New Plan 9018
7 Double Bedroom
2 Drawing Room Sleeping Car Conversions

April 1961

RICE BIRD
originally ACL MANATEE RIVER

July 1961

BLUE BIRD
originally ACL
CAPE FEAR RIVER

HUMMING BIRD
originally ACL
OGEECHEE RIVER

SURF BIRD originally ACL
SUWANEE RIVER

September 1961

HONEY BIRD
Originally ACL
ASHLEY RIVER

October 1961

JAY BIRD
Originally ACL
COOPER RIVER

Having operated off line 4-4-2 sleeping cars in the winter only FLORIDA SPECIAL for a number of years the ACL turned to the used car market to upgrade the FLORIDA SPECIAL for its upcoming 75th anniversary. The NYC sold six prewar streamlined 4 Compartment 2 Drawing Room 4 Double Bedroom Sleeping cars to the ACL in October 1962 and before entering ACL service the cars were painted and the interiors were remodeled to 4 Compartment 4 Drawing Rooms. The cars were assigned RIVER series names and operated in the FLORIDA SPECIAL winters and CHAMPIONS in the summer. They were assigned two per consist to the FLORIDA SPECIAL.

CAPE FEAR RIVER ex NYC 10024
GEORGE WASHINGTON BRIDGE
Originally NYC IMPERIAL FOREST

KISSIMMEE RIVER
Ex NYC 10031
RIP VAN WINKLE BRIDGE
Originally NYC IMPERIAL FOUNTAIN

MANATEE RIVER
Ex NYC 10029
SUSPENSION BRIDGE
Originally NYC
IMPERIAL ARCH

ORTEGA RIVER
Ex NYC 10022
BAY BRIDGE
Originally NYC
IMPERIAL FALLS

SAVANNAH RIVER
Ex NYC 10021
BEAR MOUNTAIN BRIDGE
Originally NYC
IMPERIAL CASTLE


SUWANEE RIVER
Ex NYC 10025
HIGH BRIDGE
Originally NYC
IMPERIAL MANSION

The ACL merged with long time rival SAL in 1967 and the Seaboard Coast line was born. All former ACL and SAL Sleeping car ownership was transferred to Hamburg Industries in July 1969 and leased back to the SCL for operation.

TTFN Al

[siberianmo]

G'day!

Now for the 2nd Pix on the list . . . .

ACL F7 #531 (credit: Robert West)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Atchison
Topeka
&
Santa Fe
(AT&SF)
Streamlined Dome Cars
by Al

The Santa Fe owned a total of 20-dome cars, 6-short domes from Pullman Standard and 14-big domes from the Budd Company.
The Santa Fe went daily with the SUPER CHIEF in February 1948 with new sleeping cars and new sleeper Observations for four of the five consists.
At the end of 1950 the Santa Fe once again added new cars to the SUPER CHIEF receiving 7-new 36 seat dining cars 600-606 in November-December 1950. In December the Santa Fe received 6-Pleasure Domes with the famous Turquoise dining room numbers 500 - 505. These cars were coupled directly behind the new diners and the Turquoise room located in the forward part of the Pleasure domes was served from the dining car. During peak travel periods it served as extra dining space for twelve. At other times the Turquoise room was available for private luncheon or dinner parties. Many an evening the Turquoise rooms served as private cocktail lounges for Hollywood stars and their guests or captains of fortune 500 companies. This Turquoise room was located in the short end on the main floor and this was always the front of the car coupled to the dining car ahead. Beneath the dome of these cars was a lounge seating ten with bar. In the larger room at the rear of the car on the main level was a lounge with seating for 18. A desk and chair was tucked behind the stairway leading to the dome level.
The dome seating was unique to these dome cars, on each side in the center of the dome was four swiveling parlor seats revolving a full 360 degrees. At the front of the dome and the rear of the dome on each side of the aisle was a pair of seats. The two pair of seats at the rear of the dome faced rearward an unusual arrangement not found on any other short domes, except for those seats in the UP Dome Dining cars where half of the eighteen seats faced rearward at the tables. This gave the Santa Fe pleasure domes a seating capacity of 16. No other short domes built for any railroad seated this few, not even the UP Dome diners who seated 18 at tables in the domes.
These six cars were operated only in the SUPER CHIEFS and never ventured to any other Santa Fe train, although it is believed they operated on occasional business train specials on rare occasions as there was a spare if the SUPER CHIEFS operated on time.
When ordered from Pullman Standard the cars were to have PLAZA series names but were delivered with numbers only 500-505.
The intended names of these cars were as follows.

500 – PLAZA ACOMA

501 – PLAZA LAGUNA

502 – PLAZA LAMY

503 – PLAZA SANTA FE

504 – PLAZA TAOS

505 – PLAZA ZUNI

All six of the pleasure domes were sold to Amtrak in 1971 and were renumbered 9350 – 9355.
In 1954 the Santa Fe received 14 Big Domes from Budd between January and May 1954. The first eight delivered 506-513 featured 57 coach seats and an 18 seat lounge on the upper glassed in level and beneath the dome in the center of the cars lower level was a Buffet and lounge seating 28 with a double bedroom serving as quarters for the Courier Nurse.
The Santa Fe assigned one each to the Chicago – Oklahoma City CHICAGOAN - KANSAS CITYAN.
The other six of these Big domes were assigned to the EL CAPITAN train sets one per consist operating between Chicago and Los Angeles daily in each direction. These domes would be transferred to the CHIEF beginning in July 1956 when the EL CAPITAN became America’s first Hi-Level trains. These cars remained in the CHIEF until that train was discontinued in 1968. At that time three were transferred to the TEXAS CHIEF and operated between Chicago and Houston replacing that trains lounge cars.
The other six-Big domes delivered in 1954 were for a new train the SAN FRANCISCO CHIEF between Chicago and San Francisco. This train inaugurated in May 1954 operated by the southern mainline the only CHIEF train operating on this line. The Big domes built for the SAN FRANCISCO CHIEF were identical to those built for the EL CAPITAN, CHICAGOAN - KANSAS CITYAN on the upper or dome level 57 coach type seats and 18 seats arranged in a lounge. The lower level of these cars featured a Buffet and lounge with only ten seats. A twelve-crew dormitory occupied the remainder of the lower level between the cars six-wheel trucks. These cars remained in SAN FRANCISCO CHIEF service until Amtrak discontinued the train.
Big dome cars 507, 508, 509, 510, 511, 512, 513, 550, 551, 552, 553, 554, and 555 were sold to Auto-Train becoming their 540, 520, 521, 522, 523, 541, 524, 512, 513, 514, 515, 510, and 511 respectively. They wore the Red – White – Purple from 1972 until sold at bankruptcy auction in December 1981.
The Santa Fe retained 506 for its business fleet, being renumbered AT&SF 60 in 974. After the merger into the BN #60 was renumbered BNSF 31 in 1999 and the name BAY VIEW was applied to the sides of the car at that time.

TTFN Al

[siberianmo]

G'day!

Here's a Pix for #1 on the above list . . .

ATSF F7A #300C (courtesy: www.trainweb.org)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Time to start over again wtih my NOSTALGIA series . . . all designed to get some CLASSIC TRAINS dialogue begun - that IS the idea of the FORUM and this THREAD!!

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #1

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this out …….

Many of the passenger railroads we’ve heard of and perhaps traveled aboard, had their start up in the 1800’s and early 1900’s. Check out these names of perhaps the best known:

Atchison, Topeka & Santa Fe (1863)
Atlantic Coast Line (1900)
Baltimore & Ohio (1827) #1
Boston & Maine (1835)
Canadian Pacific (1881)
Chesapeake & Ohio (1867)
Chicago & Northwestern (1859)
Chicago, Burlington & Quincy (1855)
Chicago, Milwaukee & St. Paul (“The Milwaukee Road,” 1874)
Chicago, Rock Island & Pacific (1866)
Erie (1859)
Great Northern (1889)
Illinois Central (1851)
Kansas City Southern (1900)
Lehigh Valley (1855)
Louisville & Nashville (1850)
Missouri Pacific (1879)
New York Central (1914, although the formal adoption of that name came later)
New York, Chicago & St. Louis (“Nickel Plate Road,” 1881)
Norfolk & Western (1881)
Northern Pacific (1864)
Pennsylvania Railroad (1846)
Seaboard Air Line (1900)
Southern Pacific (1884)
Southern Railway (1887)
Union Pacific (1862)
Wabash (1877)
Western Pacific (1903)

[source:] The American Passenger Train

Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

My finale for this day . . .


GM&O #3053 Coach (courtesy: www.trainweb.org - foto: unknown)


Tom[4:-)] [oX)]

[passengerfan]

GULF
MOBILE
&
OHIO

GULF
MOBILE
&
NORTHERN
Streamlined Sleeping Cars
by Al

The GM&N predecessor to the merged Mobile and Ohio and Gulf Mobile and Northern that became the Gulf Mobile & Ohio became the first railroad in the South to operate lightweight stream-lined trains the famous REBELS.
The three car REBELS designed by Industrial designer Otto Kuhler were constructed by American Car & Foundry and entered service July 29, 1935 between Jackson, Tennessee and New Orleans Louisiana a distance of 488 miles. Some railroad historians describe the REBELS as ZEHYRS minus the Stainless steel and articulation. The results of Otto Kuhler's efforts were truly streamlined trains. For powering the little REBEL trains they turned to Alco who supplied two MacIntosh and Seymour 660 hp diesels for the two train sets. The lead unit in each REBEL contained a shovelnose control cab with engine room containing the 660-hp diesel and main generator, 15' Railway Post Office Compartment and Baggage Room with train heat boiler. The next car in each REBEL consist was a 62 seat divided coach with Buffet. The forward section of the divided car the colored section contained a pair restrooms and coach seating for 24. The car entrance was next separated from the two passenger compartments by doors. To the rear of the car entrance was another pair of restrooms followed by the white seating area with its 38 coach seats with a small buffet at the rear of the car on the right hand side. The last car in each REBEL consist was a sleeper lounge Observation. Each sleeper lounge observation began with a large Women's restroom on the left with a Stateroom directly behind it with its own private bathroom annex. Next there were three sections on either side of a center aisle followed by a large men's restroom, Next was the entrance to the car followed by the Lounge Observation that seated 18. There was an extra 71 revenue seat coach numbered 374 operated in the northbound REBEL each evening between New Orleans and Jackson, Mississippi returning in the southbound REBEL in the morning. The Stateroom in each Observation was larger than a Compartment but smaller in size than a Drawing Room and the space charge was calculated between a Compartment and Drawing Room.
Each of the REBELS was delivered painted in a Red and Silver scheme.

352 Shovelnose 660 hp Diesel Electric Cab Unit with 15' Railway Post Office Compartment Baggage Car

372 62 Revenue Seat Divided Coach Buffet

395 1 Stateroom 6 Section 18 Seat Lounge Observation

SECOND CONSIST

353 Shovelnose 660 hp Diesel Electric Cab Unit 15' Railway Post Office Compartment Baggage Car

373 62 Revenue Seat Divided Coach

396 1 Stateroom 6 Section 18 Seat Lounge Observation Car

The GM&N began a new expanded REBEL service on January 16, 1938. On that date a new two car REBEL ran north from Mobile, Alabama to Union, Mississippi where it connected with the northbound REBEL to Jackson, Tennessee, The next mornings southbound Rebel would drop a car at Union to be forwarded by the third power unit to Mobile. The new REBEL service consisted of one Shovelnose Cab Power 15' RPO Baggage Unit number 354 identical to the two earlier REBEL power units and two 40 seat Divided Coaches with 6 Sections 380 and 381. Each REBEL was then basically a four-car train between New Orleans and Jackson, Miss. and from Union, Miss. to Jackson Tenn.
On September 13, 1940 the merger of the Gulf Mobile & Northern and Mobile & Ohio Railroads took place creating the Gulf Mobile & Ohio.
The new GM&O introduced the GULF COAST REBEL between East St. Louis and Mobile on October 29, 1940. Each of the new GULF COAST REBELS consisted of a new 2,000 hp Alco DL-109 passenger diesel unit and five streamlined heavy-weight cars. All streamlining on each consists first four cars was accomplished in the roads own Jackson, Tenn. Shops. The two Pullman cars that brought up the markers of each consist were streamlined to match by Pullman's Calumet shops. All cars and the power were painted in the Red and Silver paint scheme. The two Pullman cars were DEEP SOUTH and SHOW ME, interiors of these cars were arranged with 8 Sections 1 Drawing Room and 3 Double Bedrooms. Pullman slightly rounded off one end of these Pullmans to give the trains a finished look.
The three original REBELS were placed in East St. Louis - New Orleans service beginning April 5, 1942. One of the newer cars of 1938 #381 was remodeled to 6 Section 1 Stateroom 17 seat Lounge and served as the third Observation. This cars one end was given a finished appearance similar to the DEEP SOUTH and SHOW ME. All three of the streamlined REBEL sleeper Lounge Observations received names at that time 381 SMOKELESS CITY, 395 OL" 'MAN RIVER, and 396 KING COTTON.
On May 31, 1947 the GM&O merged with the Chicago and Alton better known as just the Alton. The merger brought the beautiful Red and Maroon paint scheme of the Alton to the GM&O who quickly adapted this paint scheme as there own.
In 1950 the GM&O received four streamlined sleeping cars from American Car & Foundry. Two of the new sleeping cars were assigned to Chicago - St. Louis overnight service and two were assigned to the GULF COAST REBEL trains. Originally these cars were to have been named for States served by the railroad but instead were named for persons who played an important role in the growth of the GM&O.

4 SECTION 8 ROOMETTE 1 COMPARTMENT 3 DOUBLE BEDROOM Sleeping Cars American Car & Foundry July 1950 Plan: 9012 Lot: 3208 (Built for and assigned to GULF COAST REBEL etc.)

CULVER WHITE (ILLINOIS)

JUDGE MILTON BROWN (MISSOURI)

SAMUEL KING TIGRETT (FLORIDA)

TIMOTHY B. BLACKSTONE (LOUISIANA)

These last four cars represent the only new streamlined full size sleeping cars ever owned by the GM&O although they were actually ordered by the Alton prior to the merger.

TTFN Al

[siberianmo]

G'day!

And a heavyweight for y'all . . . .


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



Later! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

G'day Cap'n Tom

My contribution for the day . . . .

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



Until the next time!

Lars

[passengerfan]

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

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

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

352 353


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

372 373

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

374

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

395 396

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

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

354

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

380 381

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

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

32 Baggage 30’ Railway Post Office Car

63 Baggage Car

327 6 Crew Dormitory 48 Revenue seat Coach

101 8-seat Lunch Counter 24 Revenue seat Coach

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

SECOND CONSIST

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

33 Baggage 30’ Railway Post Office Car

65 Baggage Car

328 6 Crew Dormitory 48 Revenue seat Coach

102 8-seat Lunch Counter 24 Revenue seat Coach

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

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

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

63 65

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

32 33

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

243 327 328

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

101 102

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

DEEP SOUTH

SHOW ME

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

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

3050 - 3060

TTFN Al

[BudKarr]

Good Afternoon Captain Tom

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

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

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

[artpeterson]

Hi Tom -

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

Art

[siberianmo]

G'day!

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

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

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

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

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

Curious minds need to know! [swg]

Tom[4:-)] [oX)]

[artpeterson]

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

Art

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #42
The finale of this series

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

Gulf, Mobile & Ohio (GM&O)



Headquarters: Mobile, AL

Mileage in 1950: 2,900

Locomotives in 1963:

Diesel: 246

Rolling stock in 1963:

Freight cars: 13,933
Passenger cars: 135

Principal routes in 1950:

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

Passenger trains of note:

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


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

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

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


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


Later! [tup]

Tom[4:-)] [oX)]

[LoveDomes]

Hiya Cap'n Tom!

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

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

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

Here's my offering for the day . . .

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


Until the next time!


Lars

[BudKarr]

Hello Captain Tom


Another check of the place simply to show some support!


Here's something that may be of interest:

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


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

[passengerfan]

LEHIGH
VALLEY
Streamlined Coaches
By Al

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

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

1510 – 1514

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

1515 – 1519

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #41

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

Lehigh Valley Railroad (LV)



Headquarters: New York

Mileage in 1950: 1,254

Locomotives in 1963:

Diesel: 210

Rolling stock in 1950:

Freight cars: 10,835
Passenger cars: 0

Principal routes in 1950:

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

Passenger trains of note:

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


Enjoy! [tup]

Tom [4:-)] [oX)]



ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

ILLINOIS
TERMINAL
By Al

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

TTFN Al

[siberianmo]

G'day!

And another . . . .



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



Later!

Tom[4:-)] [oX)]

[siberianmo]

G'day!

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

Okay - back to the Illinois Terminal . . .

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


Later! [tup]

Tom[4:-)][oX)]

[artpeterson]

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




Art

[siberianmo]

G'day!

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


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


Later!

Tom[4:-)] [oX)]

[BudKarr]

Good Afternoon Captain Tom

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

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

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

[siberianmo]

G'day!

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


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



Later! [tup]

Tom[4:-)][oX)]