A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

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

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

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

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



Later! [tup]


Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #9

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

Great Northern(GN)


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

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

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

NO EXTRA FARE. ALL ACCOMMODATIONS RESERVED.

MODERN STREAMLINED EQUIPMENT.

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

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

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


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

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

MODERN STREAMLINED EQUIPMENT.

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

Observation-Lounge.

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


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[rkbufkin]

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

[siberianmo]

Greetings Bob!

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

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

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

Hope to see ya again! [tup]

Tom [4:-)] [oX)]

[siberianmo]

READ THIS!

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


Posts: 888
Joined: 22 Jan 2001
Location: US


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

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

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

Here’s an overview of the changes:

MAGAZINE SUBSCRIBERS

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

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

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

Subscriber-only content includes:

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

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

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

Garden Railways: Product reviews and select online extras.

Classic Trains: No subscriber-only content.


NON-MAGAZINE SUBSCRIBERS / REGISTERED USERS

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

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Post questions in our reader forum.

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Receive any of our four e-mail newsletters.


FORUM USERS

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

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

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

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

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


PRIVACY

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

Tom[4:-)] [oX)]

[LoveDomes]

G'day Cap'n Tom

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

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

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

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


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

Until the next time!


Lars

[siberianmo]

G'day!

This may be the finale for today . . . .


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


Tom[4:-)] [oX)]

[siberianmo]

Canadian Railways of the Past

Number One: Canadian Northern Railway (CNoR)



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


Locale: Canada

Dates of operation: 1899 – 1918

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

Headquarters: Manitoba

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

Manitoba beginnings

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

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

Connecting the Prairies to the Lakehead

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

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

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

Going it alone

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

Nationwide expansion

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

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

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

Obstacles in the Rockies

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

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

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

Bankruptcy and nationalization

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

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

Remnants of CNoR today

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

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

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

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

Enjoy!

Tom [4:-)] [oX)]


waving flags credit: www.3DFlags.com

[siberianmo]

Canadian Railways of the Past

Number Two: Northern Alberta Railways (NAR)




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


Northern Alberta Railways

Locale: Alberta, British Columbia

Reporting marks: NAR

Dates of operation: 1929 – 1981

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

Headquarters: Edmonton, Alberta


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


Predecessor railways

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

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

ED&BC

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

A&GW

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

CCR

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

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

PVR

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

Provincial ownership

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

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

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

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

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

Northern Alberta Railways

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

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

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

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

NAR completely dieselized its locomotive fleet by October 1960.

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

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

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

Canadian National Railway

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

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

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

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

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

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

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

References

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

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

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

Enjoy!

Tom [4:-)] [oX)]

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



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

[siberianmo]

PASSENGER TRAIN NOSTALGIA #5

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



A Red Letter DAY

For – Canada

June 28, ‘86

… WHEN THE …

CANADIAN PACIFIC Railway

OPENS to the PACIFIC OCEAN

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

OUR OWN LINE

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

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

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

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


Enjoy! [tup]

Tom[4:-)][oX)]

[siberianmo]

ENCORE! Saturday - ENCORE! Saturday



PASSENGER TRAIN NOSTALGIA #6

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check this poster out regarding the Canadian Pacific from the 1950’s:



Canadian Pacific … by land … across Canada

Now see Canadian Pacific’s spectacular Banff-Lake Louise Route - From the Scenic Domes of the “The Canadian”

Mile-high in the Canadian Rockies, Banff Springs is famous the world over for its scenic surroundings, complete outdoor recreation facilities. Both Banff and nearby Lake Louise are on the route of “The Canadian.”

Treat yourself to the world’s longest, most spectacular Scenic Dome ride as “The Canadian” winds through the Canadian Rockies on its transcontinental route. From high in the Scenic Domes of Canada’s only stainless-steel Scenic Dome streamliner you’ll thrill to the breath-taking view of Canada’s unspoiled natural beauty. And aboard “The Canadian” you’ll find the accommodations superb, the service unexcelled. You may travel tourist or first class – coach seats reserved at no extra fare.

See your travel agent for information about “The Canadian” – in daily service throughout the year between Montreal or Toronto, and Vancouver.

Canadian Pacific
World’s Greatest Travel System

RAILWAYS – STEAMSHIPS – AIRLINES – HOTELS – COMMUNICATIONS – EXPRESS


Enjoy! [tup]

Tom[4:-)][oX)]

[Anonymous]

As a kid and teenager I and my mom would use the GN Red River to get up to our lake home (getting off at Fergus Falls where my dad would meet us and we'd drive to the lake). I've always considered it one of the most beautiful GN streamliners ever built -- the interiors of the cars were remarkable. The coaches if I recall correctly were done in a color scheme of rose, salmon pink, silver gray, charcoal gray, and walls of a cream yellow. Does anyone know of or have any photos of the interiors of this remarkable train set? They (and the artwork inside the cars) were exceptional, in league with the Empire Builder.
Ed Mikkola, Golden Valley, MN

[siberianmo]

Hi Ed

[#welcome] aboard! I see this is your 1st Post on the Forums - and I'd say you're off to a good start. [tup]

Suggest you do a search on the web for "Great Northern Railway" and you'll be amazed at how much you'll find.

You are also invited to swing by the bar over at "Our" Place on this Forum - which is for adults who enjoy talking about "Classic Trains" while having a bit of fun doing so. As with any other Thread (site) it's far better to check out Page One in order to get an idea of what's going on, etc.

Hope to see ya again!

Tom[4:-)][oX)]

[siberianmo]

PASSENGER TRAIN NOSTALGIA #29

Here’s something to ponder with regard to our appreciation and fascination with
Classic Trains. Check out this advertisement regarding the Canadian Pacific from 1950:


18 vacation delights seeing
EAST-to-West Canada

Value-minded travelers go Canadian Pacific!

Want your vacation sunny and salty? With family fun?

1. It’s waiting in down-east Nova Scotia at the Digby Pines, a picturesque hotel and cottage colony. 2. Your comfort’s in the good care of Canadian Pacific. 3. Like “another world” city? See Old Québec. 4. Ride in a Calèche. 5. Shop winding streets. 6.Visit Ste. Anne de Beaupré, 7. Or Isle d'Orléans! 8. Relax gaily at Canadian Pacific’s great Château Frontenac! 9. Onward! By Canadian Pacific train, notred for food and service. 10. Stop in gay Montréal, queenly Ottawa or colorful Toronto. 11. But stay and Play in Ontario’s lake-and-woods country! 12.Westward! Along the scene north shore of Lake Superior and across rolling prairies. 13. Then through the sky-high Canadian Rockies try Canadian Pacific Diesel train! 14 Stop at Banff Springs and Lake Louise and see unparalleled beauty! 15. Roll on by Canadian Pacific through Evergreen scenery. 16. Visit Victoria and reel in roses! 17. Stay there the Empress set in famous gardens! 18. Golf, swimming, sailing, fishing . . . take your choice!

Ask your travel agent about a world of service: To Europe by White Empress ships. Two Canadian Pacific air routes; to the Far East, or New Zealand and Australia. Across Canada, 19 fine hotels and resorts.

Canadian Pacific
See your local agent or Canadian Pacific in principal cities in U.S. and Canada


Enjoy! [tup]

Tom[4:-)][oX)]

[siberianmo]

PASSENGER TRAIN NOSTALGIA #53

Here’s something to enjoy regarding the Canadian National Railways (CNR) from a 1949 advertisement in my personal collection.



one of Canada’s 10 most popular VACATIONS

ENJOY the best that Canada offers. Play in the mountain-and-sea setting of the glorious West Coast (Vancouver harbor) or see the sights of her Eastern Cities: Toronto, Ottawa, Montreal, Quebec, Halifax . . . You go in comfort by Canadian National, the railway to everywhere in Canada.

”East or West, we’ll show you
CANADA’s BEST!”

EXPLORE the snug harbors, the historic towns, the “picture places” of Canada’s Maritime Provinces (Lunenburg, Nova Scotia). The Ocean Limited, the International Limited and other Canadian National “name trains give easy access to all Eastern Canada.

BE THE GUEST of the largest railway system in North America . . . traveling happy-go-lazy to choice vacation areas . . . stopping at Canadian National resorts and big city hotels of distinction. To California and anywhere West, to New York and anywhere East, go Canadian National. “We’ll tell you where and take you there!”


CANADIAN NATIONAL

THE RAILWAY TO EVERYWHERE IN CANADA


Enjoy!

Tom [4:-)][oX)]

[siberianmo]

PASSENGER TRAIN NOSTALGIA #70

Here’s something to enjoy regarding the Canadian National Railways (CNR) from a 1933 advertisement in my personal collection.



THE VACATION YOU’VE DREAMED OF COSTS LESS THAN EVER THIS YEAR IF YOU SPEND IT IN CANADA

JASPER PARK

in the

CANADIAN ROCKIES

Here’s a vacation of a thousand thrills: Maligne lake whose waters offer the finest brook trout fishing on this continent and mirror mountain scenes of almost incredible beauty! The famous drive to Mt. Edith Cavell with its dazzling Angel Glacier . . . The Pocahontas Highway where mountain sheep and goats, deer and black bears often pose for camera hunters . . . Golf on a championship course with breath-taking views from every fairway. Swimming in a warmed outdoor pool . . . tennis . . . trail riding . . . mountain-climbing with Swiss guides.

The friendly hospitality of Jasper Park Lodge is as much a part of this perfect vacation as the mountains themselves. Luxurious accommodations. Perfect food. Rates from $7.00 a day, Canadian funds, for room and meals (10% discounts for two weeks or more). Season June 1- September 23. Booklets, travel films and all information from any office below.

1933 SPORTING EVENTS
Riding, swimming, hiking, mountain climbing with Swiss guides and every vacation sport. July 1 – the Rodeo. September 2-9 – Totem Pole Golf Tournament.

CANADIAN NATIONAL

To Everywhere in Canada

BOSTON . . . . . . . . . . . . KANSAS CITY . . . . . PORTLAND, Me.
186 Tremont St. . . . . . . . 705 Walnut St. . . . . . Grand Trunk Ry Sta.

BUFFALO . . . . . . . . . . . LOS ANGELES . . . . . St. LOUIS
420 Main St. . . . . . . . . . .607 So Grand Ave. . . .314 No Broadway

CHICAGO. . . . . . . . . . . . MINNEAPOLIS . . . . . St. PAUL
4 So.Michigan Blvd.. . . . . 654 Marquette Ave. . . 83 East Fifth St.

CINCINNATI . . . . . . . . . . NEW YORK . . . . . . . .SAN FRANCISCO
49 E. Fourth St.. . . . . . . . 673 Fifth Ave.. . . . . . . 648 Market St.

DETROIT. . . . . . . . . . . . . PHILADELPHIA. . . . . SEATTLE
1524 Washington Blvd.. . . 1422 Chestnut St... . . 1329 Fourth St.

DULUTH . . . . . . . . . . . . . .PITTSBURGH . . . . . .Washington, D.C.
428 W Superior St. . . . . . . 355 Fifth Ave. . . . . . .15th & H Sts. NW

. . . . . . . . . . LONDON, Eng. . . . . . . . . . PARIS, France
. . . . . . . . . . 17-19 Cockspur St. . . . . . . 1 rue Scribe


Enjoy! [tup]

Tom [4:-)][oX)]

[siberianmo]

G'day!

Some Pix to go along with the Canadian Theme from Saturday . . . .


CP "The Canadian" (foto credit: CP)



CP "The Canadian" baggage car (foto credit: CP)



CP "The Canadian" baggage dormitory car (foto credit: CP)



Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Continuing on with CP . . .


CP "The Canadian" baggage & baggage dormitory cars (foto credit: CP)



CP "The Canadian" coach (foto credit: CP)



CP "The Canadian" Skyline dome-cafe car (foto credit: CP)



Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

And some more . . .


CP "The Canadian" "Wascana" diner (foto credit: CP)



CP "The Canadian" Chateau class sleeper (foto credit: CP)



CP "The Canadian" Manor class sleeper (foto credit: CP)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Some more . . . .


CP "The Canadian" Banff obs dome (foto credit: CP)



CP "The Canadian" departing Banff (1955) (foto credit: CP)



CP "The Canadian" (foto credit: CP)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

The final three for this day . . .


CP "The Canadian" Banff obs dome (foto credit: CP)



CP "The Canadian" Banff dome obs (foto credit: CP)



CP "The Canadian" Banff dome obs (foto credit: CP)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #10

Here’s something to enjoy regarding the Union Pacific from an advertisement in The Official Guide of the Railways – Aug 1956



Overnight – Every night
between CHICAGO & DENVER
Streamliner ”CITY of DENVER”

THIS SMART STREAMLINER FEATURES . . .

* The very latest in Pullman equipment; de luxe
bedrooms with newly designed, convenient
lavatory facilities. Modern roomettes . . . no
need to step into the aisle to lower or raise bed.
Also long length, restful berths.

* Coach seats built for complete comfort. Stretch-
Out leg rests and reclining backs. All seats
Reserved.

* Unusually attractive dining car serving highest
Quality of freshly prepared foods.

* Beautiful club lounge for Pullman occupants
and distinctive tavern car ”The PUB” for all
passengers.

Early morning arrival in both Denver and Chicago

WESTBOUND
Lv. Chicago (Milw. Road) ………. 4:30 p.m.
Ar. Denver (U. P.) .……………….. 8:30 a.m.

EASTBOUND
Lv. Denver (U. P.) .……………….. 3:30 p.m.
Ar. Chicago (Milw. Road) ………. 8:45 a. m.

UNION PACIFIC RAILROAD


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

UNION
PACIFIC
(UP)Streamlined Dining & Lounge Cars
by Al

On February 12, 1934 The Union Pacific received the first truly successful streamlined train in the world. This three car articulated streamliner included Power Unit with turret cab above a large rounded grill an engine room housing the 600 hp distillate engine and electrical generator. In the same unit was a 20’ Railway Post Office Compartment and 15’baggage room. This power – RPO – Baggage unit was numbered M-10000. The second car in the articulated consist was a 56-revenue seat coach numbered 10400. The third car was a 56-revenue seat coach with a buffet-kitchen located in the Blind end bullet shaped observation end. This car was numbered 10401. The buffet-kitchen provided no seating as waiters took the passengers orders to their seats. This was the only food service provided in the three car articulated streamliner.
After a lengthy display at the Century of Progress exposition in Chicago the train traveled the country on exhibition and entered scheduled service January 31, 1935. Initially the train operated a daily round trip between Salina, Kansas and Kansas City. Within a few months the train began operating the following daily schedule: Salina – Kansas City – Topeka – Kansas City – Salina. While in this service the train was named the CITY OF SALINA and beginning December 16, 1941, the train was replaced by a steam-powered train with heavyweight cars a victim of its own success. The CITY OF SALINA was sent to Omaha where it remained until scrapped for its aluminum content in 1942.

M-10000 ARTICULATED CAB UNIT 600 HP POWER UNIT 30’ RAILWAY POST OFFICE BAGGAGE CAR
10400 ARTICULATED 56-REVENUE SEAT COACH
10401 ARTICULATED 56-REVENUE SEAT COACH BUFFET-KITCHEN BLIND END OBSERVATION Pullman Standard / EMC January-February 1934 (3-unit articulated streamliner became the CITY OF SALINA)

The second streamlined train to enter service on the Union Pacific was the CITY OF PORTLAND. This train when it entered service June 6, 1935 was a seven car articulated streamliner. But before it entered service it traveled around the country as a six car articulated streamliner after its delivery October 2, 1934. As originally built the six car train lacked a Dining-lounge car, only the 54-revenue seat coach buffet-kitchen blind end observation 10402 was part of the original as built consist. This would be rectified before the train entered service in June 1935. Articulated car E.H. HARRIMAN was built originally as a 10 section 1 compartment 1 double bedroom sleeping car that was trainlined third in the original consist. As the train entered scheduled service the former E.H. HARRIMAN was rebuilt to a 30-seat dining 10-seat lounge car and numbered 10300. It still was trainlined third articulated car in consist. The 10300 provided food and beverage service to the first class passengers of the CITY OF PORTLAND and the 10402 provided coach passengers with food and beverage service. The following consist is of the CITY OF PORTLAND as it entered scheduled service.

M-10001 Articulated Turret Cab 1,200 hp Power Unit.
12200 Articulated Baggage 12-Crew Dormitory Car
10300 Articulated 30-Seat Dining 10-Seat Lounge Car
OVERLAND TRAIL articulated 8-Section 1-Compartment 1-Double Bedroom Sleeping Car
ABRAHAM LINCOLN Articulated 10-Section 1-Compartment 1-Double Bedroom Sleeping Car
OREGON TRAIL articulated 8-Section 1-Compartment 1-Double Bedroom Sleeping Car
10402 Articulated 54-Revenue Seat Buffet-Kitchen Blind End Observation

Like the CITY OF SALINA this CITY OF PORTLAND train was retired and scrapped at Omaha in April 1941.
In 1936 two new nine-car articulated streamlined consists entered service. One thing that immediately set these two train sets apart and that was for the first time the power units were not articulated to the rest of the consists. These were designated the third and fourth trains.
The third train entered scheduled service May 15, 1936 as the CITY OF LOS ANGELES. The new CITY OF LOS ANGELES featured two power units a Cab unit with a 1,200 hp diesel and a booster unit with a 900 hp diesel. These were numbered M-10002A and M-10002B. The three cars in the consist we are concerned with in this book are 12760 a baggage –12-crew dormitory – Kitchen car, 10301 a 32-seat dining expandable at meal times to 40 seats and a 17-seat lounge expandable during non meal hours to 25-seats. The third car we are concerned with in this CITY OF LOS ANGELES train was the 10404 a 38-revenue seat coach buffet kitchen blind end observation. All cars were articulated in the nine car consist. The three cars we are concerned with were train lined second, third and ninth in the CITY OF LOS ANGELES.
Car 12201, Car 12760 and 10404 were retired and scrapped in March 1943.

12201 ARTICULATED BAGGAGE 12-CREW DORMITORY KITCHEN CAR
12760 ARTICULATED 32-SEAT DINING 8-SEAT CARD SECTION 17-SEAT LOUNGE CARS

10404 38-SEAT COACH BUFFET-KITCHEN BLIND END OBSERVATION

The fourth train a new CITY OF SAN FRANCISCO inaugurated June 14, 1936 was identical to the new CITY OF LOS ANGELES except for the power units. The first power unit M-10004A featured a 1,200 hp diesel and the booster unit M-10004B featured a 1,200 hp diesel. The second articulated car was a baggage 12-crew dormitory Kitchen car 12202; the dining lounge car 10302 was identical to the 10301. The third car was the articulated 10406 another blind end observation with 38-coach seats and a buffet –kitchen. The fourth train was extensively rebuilt after being removed from -month rebuilding the train emerged as a 10-car articulated train set with a single car and with two power units. The power units M-10004A and M-10004B were renumbered LA-4A and LA-4B. The former blind end observation kitchen –buffet car 10406 was completely rebuilt to a 40-seat coach and was shifted to become the first articulated car in the consist with the new number LA-403.The third articulated car was the LA-603 now a 32-seat Coffee Shop Kitchen car rebuilt from the Baggage – 12 crew dormitory Kitchen car 12761. The fourth articulated car was LA-604 a 60-seat dining room car rebuilt from the former 10302. The last car in this train was an articulated Buffet 38-seat lounge square ended observation numbered and named LA-902 COPPER KING originally built as auxiliary power 30’RPO Baggage car 12202 the first articulated car in the original fourth train consist. The fourth train was not retired until 1948 and was finally scrapped in 1950. Original cars as built listed first followed by dining and lounge cars as rebuilt.

12203 ARTICULATED BAGGAGE 12-CREW DORMITORY KITCHEN CAR
12761 ARTICULTED 32-SEAT DINING 8-SEAT CARD SECTION 17-SEAT LOUNGE CAR

10406 ARTICULATED 38 REVENUE SEAT COACH BUFFET –KITCHEN BLIND END OBSERVATION

LA-603 ARTICULATED 32-SEAT COFFEE SHOP – KITCHEN CAR
LA-604 ARTICULATED 60-SEAT DINING ROOM CAR

LA-902 COPPER KING ARTICULATED BUFFET 38-SEAT LOUNGE OBSERVATION

The next two trains the fifth and sixth built for the Union Pacific were the CITY OF DENVER consists delivered in June 1936. These trains were each ten cars and were the first streamliners that no more than two cars were articulated pairs. As delivered each consist had four single cars and three articulated pairs. The cars we are concerned with here are the third, sixth and tenth in each consist The third car in each consist was the Baggage “Frontier Shack” Buffet 24-seat Tavern Lounge car, the sixth car in each consist a 24-seat dining 12 seat cocktail lounge car. The third car was part of an articulated pair and was the final car in each consist, these were 5-Double Bedroom 1 compartment 22-Seat Lounge Observations. All numbered cars in the two CITY OF DENVER consists were assigned new CD prefix numbers in June 1937. The fifth train dining and lounge cars are listed first followed by the sixth trains showing the original numbers and the CD numbers in parenthesis.

11701 (CD-70) BAGGAGE “FRONTIER SHACK” BUFFET 24-SEAT TAVERN LOUNGE CAR

10303 (CD-60) 24-SEAT DINING 12-SEAT COCKTAIL LOUNGE CAR

OGALLALA ARTICULATED 5-DOUBLE BEDROOM 1-COMPARTMENT 22-SEAT LOUNGE OBSERVATION

11703 (CD-71) BAGGAGE “FRONTIER SHACK” BUFFET 24-SEAT TAVERN LOUNGE CAR

10304 (CD-61) 24-SEAT DINING 12-SEAT COCKTAIL LOUNGE CAR

COLORES ARTICULATED 5-DOUBLE BEDROOM 1-COMPARTMENT 22-SEAT LOUNGE OBSERVATION

The CD-61 dining –lounge car was rebuilt to a 40-seat dining car in December 1942. In February 1943 CD-60 underwent the same conversion work.
The CD-70 was rebuilt in December 1944 to a 12-Crew Dormitory Buffet 24-seat “Frontier Shack” Tavern lounge car, one month later in January 1945 the same work was completed to CD-71. While the CITY OF DENVER streamlined cars were rebuilt heavyweight cars substituting.
The Union Pacific received five articulated Twin-unit dining cars from Pullman Standard in November 1937 carrying the same number on both cars 5100 - 5104. They rode on four-wheel trucks at their outer ends and a six-wheel truck was under the articulation. The one car contained Crew Dormitory space for 20 and the Kitchen. The other half of the Twin Unit dining cars was a 68-seat dining room car. The five twin-unit dining sets were assigned to the LOS ANGELES CHALLENGER pool of cars.
Following WW-II the 5100 – 5104 were assigned to the CITY streamliners when daily service began in 1947. All but 5102 were assigned to the four consists of the first daily CITY OF LOS ANGELES streamliners and the 5102 was assigned to one of the CITY OF SAN FRANCISCO daily train sets. As new equipment arrived for the postwar streamliners the five twin – unit dining cars were assigned to other UP trains such as the LOS ANGELES LIMITED, IDAHOAN and other secondary trains during peak travel times when a single unit dining car was unable to handle the crowds. All five of these twin unit sets were assigned to the revived CHALLENGER in 1954 after the dining room units seating was reduced to 52.
In March – April 1956 the twin-units were assigned separate numbers as follows:

5100 Dormitory Kitchen ex 5100
5101 Dining Room ex 5100

5102 Dormitory Kitchen ex 5101
5103 Dining Room ex 5101

5104 Dormitory Kitchen ex 5102
5105 Dining Room ex 5102

5106 Dormitory Kitchen ex 5103
5107 Dining Room ex 5103

5108 Dormitory Kitchen ex 5104
5109 Dining Room ex 5104

ARTICULATED TWIN-UNIT 20-CREW DORMITORY KITCHEN 68-SEAT DINING ROOM CARS Pullman Standard November 1937 (Built for and assigned to LOS ANGELES CHALLENGER pool)

5100 – 5104

The next train to enter service on the UP was the seventh train a new CITY OF LOS ANGELES. This train was made up of four single cars and 10 articulated cars for a fourteen car consist. The cars of concern to us in this book are the articulated pair train lined fourth and fifth the single car following the articulated pair and the last car in the fourteen car consist. This new train was delivered to the UP in December 1937 and entered service on the eighteenth of that month. The articulated pair consisted of a 32-seat coffee shop kitchen car LA-601 BILTMORE articulated to a 72-seat dining room car LA-602 AMBASSADOR.
The next car in consist was the 9-crew dormitory ¼ round bar 35-seat Club car LA-701 “THE LITTLE NUGGET” decorated in a gay nineties theme.
The final car in consist was the LA-901 SUN VALLEY a buffet 38-seat Lounge Observation nurses quarters and barber shop. All CITY OF LOS ANGELES cars lasted until the late 1950s before meeting the scrapper. In the case of LA-701 “THE LITTLE NUGGET” it still is preserved today in a railroad museum in southern California.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-601 BILTMORE

ARTICULATED 72-SEAT DINING ROOM CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-602 AMBASSADOR

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-701 “THE LITTLE NUGGET”

NURSES ROOM BARBER SHOP BUFFET 38-SEAT LOUNGE OBSERVATION CAR Pullman Standard December 1937 (Built for and assigned to seventh train CITY OF LOS ANGELES)

LA-901 SUN VALLEY

At nearly the same time the eighth train was delivered a new CITY OF SAN FRANCISCO consist that entered service January 2, 1938. This train was also a fourteen car consist with six single cars and eight articulated cars in pairs.
The third and fourth articulated cars were 32-seat coffee shop car with kitchen SF-601 PRESIDIO articulated to a 72-seat dining room car SF-602 MISSION DOLORES. The next single car SF-701 EMBARCADERO featured 9-crew dormitory ¼ round bar and 35-seat lounge.
The final car in consist was SF-901 NOB HILL with nurses quarters barbershop buffet 38-seat lounge observation. Only the SF-901 NOB HILL had a long career on the UP the other three CITY OF SAN FRANCISCO feature cars were destroyed by an act of sabotage near Harney Nevada August 12, 1939.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-601 PRESIDIO

ARTICULATED 72-SEAT DINING ROOM CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-602 MISSION DOLORES

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-701 EMBARCADERO

NURSES ROOM BARBER SHOP BUFFET 38-SEAT LOUNGE OBSERVATION Pullman Standard December 1937 (Built for and assigned to eighth train CITY OF SAN FRANCISCO)

SF-901 NOB HILL

In June and July 1941 the UP received a large number of cars to partially reequip the seventh train and replace the wreck damaged cars of the eighth train. At the same time there were enough of these new cars to equip a new ninth train CITY OF LOS ANGELES and new tenth train CITY OF SAN FRANCISCO. As a result of these changes the following CITY OF LS ANGELES cars were reassigned to the CITY OF SAN FRANCISCO and they exchanged their LA prefix numbers and named for SF prefix names as follows:

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR

SF-605 PRESIDIO originally LA-601 BILTMORE

ARTICULATED 72-SEAT DINING CAR SEATING reduced to 68

SF-606 MISSION DOLORES originally LA-601 AMBASSADOR

Two new non-articulated cars were built for the revised seventh train; they were LA-611 MISSION INN a 24-seat Café 29-seat Lounge car, and 56-seat Dining car LA-701 BILTMORE. Both cars were constructed and delivered in June 1941 by Pullman Standard to the Union Pacific. At the same time a mostly new ninth train CITY OF LOS ANGELES was constructed to enter service. The new Café Lounge car for this train was LA-612 HACIENDA and the 56-seat dining car was LA-607 BILTMORE. Next to the dining car was a new Barbershop nurses room buffet 30-seat club lounge car LA-703 “HOLLYWOOD”. The last car in the ninth train was a 4-Double Bedroom Buffet 32-seat lounge observation BALDY MOUNTAIN.

24-SEAT CAFÉ 28-SEAT LOUNGE CARS Pullman Standard June 1941 (Built for revised seventh and new ninth CITY OF LOS ANGELES trains)

LA-611 MISSION INN

LA-612 HACIENDA

56-SEAT DINING CARS Pullman Standard June 1941 (Built for revised seventh and new ninth CITY OF LOS ANGELES trains)

LA-607 BILTMORE

LA-608 AMBASSADOR

BARBER SHOP NURSES QUARTERS BUFFET 30-SEAT CLUB LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to ninth train CITY OF LOS ANGELES)

LA-703 HOLLYWOOD

4-DOUBLE BEDROOM BUFFET 32-SEAT LOUNGE OBSERVATION Pullman Standard July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to ninth train CITY OF LOS ANGELES)

BALDY MOUNTAIN

At the same time a revised eighth train and a mostly new tenth train entered service as CITY OF SAN FRANCISCO train sets.
A new articulated 32-seat Coffee shop Kitchen car and 64-seat dining car were built for the new tenth train SF-609 FORT MASON and SF-610 ST. FRANCIS WOODS. The revised eighth train used the former CITY OF LOS ANGELES seventh train cars renamed for CITY OF SAN FRANCISCO service as previously mentioned.
The revised eighth train received a new 9-crew-dormitory buffet 35-seat club lounge car SF-702 EMBARCADERO and the new tenth train received a new Barbershop Nurses quarters Buffet 30-seat Club Lounge car SF-704 MARINA. The new tenth train received a new 4-Double Bedroom Buffet 32-seat lounge observation RUSSIAN HILL.

ARTICULATED 32-SEAT COFFEE SHOP KITCHEN CAR June 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-609 FORT MASON

ARTICULATED 64-SEAT DINING ROOM CAR Pullman Standard June, 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-610 ST. FRANCIS WOODS

9-CREW DORMITORY BUFFET 35-SEAT CLUB LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to revised eighth train CITY OF SAN FRANCISCO)

SF-702 EMBARCADERO

BARBER SHOP NURSES QUARTERS BUFFET 30-SEAT LOUNGE CAR Pullman Standard June 1941 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

SF-704 MARINA

4-DOUBLE BEDROOM BUFFET 32-SEAT LOUNGE OBSERVATION Pullman Standard July 1941 Plan: 4096A Lot: 6636 (Built for and assigned to tenth train CITY OF SAN FRANCISCO)

RUSSIAN HILL

Many of the above lounge cars were stored for the duration of WW-II from 1942 until 1946 by order of the Office of Defense transportation.

LA-703 HOLLYWOOD stored in Chicago

LA-901 SUN VALLEY was stored in Los Angeles

SF-704 MARINA was stored in Chicago

SF-901 NOB HILL was stored in Oakland

In August 1942 Omaha shops remodeled 56-seat coach with nurses room 5203 into a 24-seat coach and 22-seat lounge car. The former nurses quarters of this coach was converted into a bar. The car was added to the ninth train CITY OF LOS ANGELES trainlined between LA-405 PASADENA and LA-406 BOULDER CITY that trains two 48-seat coaches. The 5203 car was originally built for the CHALLENGER in 1937. The 5203 was again remodeled in 1947 to a Barber Shop Bar 32-seat Lounge car and this time renumbered 1521 for daily CITY train service. In addition seven additional former CHALLENGER 56-seat coaches with nurses quarters were rebuilt to barber shop bar 32-seat Lounge cars for daily CITY service as follows in 1947. Two of the cars 1522 and 1523 were equipped for end of train service with a finished flat type end with a small round porthole centered complete with window wiper and assigned to two of the CITY OF LOS ANGELES consists when that train became daily.

1516 originally 5205

1517 originally 5206

1518 originally 5207

1519 originally 5210

1520 originally 5211

1521 originally 5203

1522 originally 5204

1523 originally 5208

The CITY OF PORTLAND was the first UP CITY streamliner to become a daily train in 1947. Café Lounge cars LA-611 MISSION INN and LA-612 HACIENDA were shopped and rebuilt to 56-seat dining cars only the prefix in their numbers changed from LA to CP. 56-seat Dining cars LA-607 BILTMORE and LA-608 AMBASSADOR also had their prefix changed from LA to CP for the 1947 summer daily CITY OF PORTLAND trains.
The Union Pacific – Chicago & North Western – Southern Pacific placed large orders for postwar cars to equip the CITY streamliners but deliveries would not begin until 1949. The SP remained loyal to Pullman Standard while the UP and C&NW turned to American Car & Foundry for their postwar CITY fleet. The UP ordered fifty 10-6 sleeping cars from Budd that became the backbone of the postwar CITY fleet.
Between January and April 1949 American Car & Foundry delivered twenty-one 48-seat dining cars for streamliner service, four of these cars were C&NW owned 6956-6959 and the other seventeen were UP 4800-4816. These cars were assigned to the CITY OF PORTLAND, CITY OF LOS ANGELES, CITY OF SAN FRANCISCO and LOS ANGELES LIMITED all were painted in streamliner colors. All four of the former C&NW cars were sold to Mexico for further service. The UP cars were not retired until 1970-71 and all but four were sold to other railroads or tourist services. The UP retained four; one for Work train service and three were assigned to the UP business fleet.

48-SEAT DINING CARS American Car & Foundry January – April 1949 (Built for and assigned to CITY fleet)

C&NW

6956-6959

UP

4800-4816

In April – May 1949 the UP received six 6-crew dormitory buffet 39-seat lounge cars 6100 – 6105. These cars were initially assigned to the CITY OF LOS ANGELES and later operated in the LOS ANGELES LIMITED and even operated in the CHALLENGERS for a brief period. All of these cars were retired in 1970-71 and sold for further service.

8-CREW DORMITORY BUFFET 39-SEAT LOUNGE CARS American Car & Foundry April – May 1949 (Built for and assigned to CITY service)

UP

6100 – 6105

Ten new Café-Lounge cars were delivered to the UP and C&NW for assignment to the CITY OF PORTLAND and CITY OF LOS ANGELES in May – June 1949. These cars were numbered C&NW 7800 – 7802 and UP 5000 – 5006. These cars were assigned to the coach passengers of those streamliners and seated 24 in the dining section and 29 in the lounge. The C&NW cars were withdrawn from streamliner service in May 1955 and were assigned to 400 trains after that time. The three C&NW cars were retired in 1970. All seven UP cars were remodeled between May 1959 and May 1960 to 8-seat lunch counter 24-seat dining 16-seat lounge cars. After remodeling the cars were assigned to coach passengers of the CITY OF PORTLAND and CITY OF DENVER trains. Six of the seven UP cars were retired in 1967 and sold while the seventh 5004 remained on the UP until 1971 when it was sold to the Alaska Railroad for further service.

24-SEAT DINING 29-SEAT LOUNGE CARS American Car & Foundry May – June 1949 (Built for and assigned to CITY OF PORTLAND & CITY OF LOS ANGELES)

C&NW

7800-7802

UP

5000-5006

Twelve Barbershop Shower Stewards Room Buffet 39-seat lounge cars were delivered by American Car & Foundry in July 1949 to the UP and C&NW. Three of the cars 7900-7902 were C&NW owned and the other nine were UP owned. The UP cars were both numbered and named when delivered, and the named were removed between March and June 1956. These cars were assigned to Pullman passengers in the CITY streamliners. In 1959 all nine UP cars were remodeled with the barbershop equipment removed and the train stewards room was opened up as well and became a card playing area in these cars for eleven.

BARBERSHOP SHOWER STEWARDS ROOM BUFFET 39-SEAT LOUNGE CARS American Car & Foundry July 1949 (Built for and assigned to CITY streamliners)

C&NW

7900 – 7902

UP

6200 LOUP RIVER

6201 PLATTE RIVER

6202 COLUMBIA RIVER

6203 COLORADO RIVER

6204 GREEN RIVER

6205 MOJAVE RIVER

6206 PORTNEUF RIVER

6207 PAYETTE RIVER

6208 WEBER RIVER

In September 1950 the UP purchased the GM TRAIN OF TOMORROW and after repainting in Omaha sent the cars west in a CITY OF LOS ANGELES consist. From Los Angeles the cars traveled to there new home Portland Oregon where they were assigned to the UP Portland – Seattle pool trains. The two dome cars we are concerned with are the dome dining car SKY VIEW with 18 seats at tables in the dome arranges three tables for two on the right hand side facing forward and three tables for four on the left side. At the front of the dome were a condiment table and an electric dumbwaiter that brought the food from the kitchen located o the main level of the car forward of the dome. On the main level to the rear of the dome was another 18-seat dining room featuring three regular dining tables for four and three tables for two on the opposite side. The main dining areas of the car seated 36 total. In addition there was a private dining area beneath the dome for six. This area was opened up for extra dining space when not reserved for a private party. The Union Pacific assigned the number 8010 to the SKY VIEW in March 1956.
The other dome operated in the TRAIN OF TOMORROW of interest in this book is the MOON GLOW the trains dome lounge observation. The dome featured the usual 24-seats and the forward part of the main level was a cocktail lounge with seating for 13. Beneath the dome was the remainder of the cocktail lounge and the bar the seating beneath the dome was for 10. To the rear of the dome on the main level of the car was a desk and chair tucked in behind the stairs leading to the dome level in a private alcove. The main level to the rear of this alcove was arranged in a comfortable lounge setting with seating for 21. Originally this was the observation end of the car later squared off for mid-train operation. The car MOON GLOW was numbered 9015 in March 1956. This is the only TRAIN OF TOMORROW car that was saved, after rescue from a Pocatello scrap yard the car today is being restored by a Railroad Historical group at Ogden Utah.
In December 1953 American Car & Foundry delivered two Twin Unit Dining cars 5105 and 5106. Both cars carried the same number. These cars were nearly identical to those built for the CHALLENGER before WW II. The units were comprised of a 20-Crew Dormitory – Kitchen car and 52-seat Dining Room car attached to one another by draw bar. These two sets were assigned to the 1954 CITY OF DENVER consists. The new CITY OF DENVERS began service January 10, 1954. In 1956 the cars in each set were individually numbered 20-Crew Dormitory – Kitchen car 5105 became 5110 and 52-seat Dining Room Car 5105 was numbered 5111. The other set with 20-Crew Dormitory – Kitchen car 5106 was renumbered 5112 and 52-seat dining room car 5106 was renumbered 5113.

TWIN UNIT DINING SETS 20-CREW DORMITORY – KITCHEN CAR – 52-SEAT DINING ROOM CAR American Car & Foundry December 1953 (Built for and assigned to CITY OF DENVERS)

5105-5105, 5106 – 5106

Between February and April 1955 the UP received fifteen Dome Lounge Observations with a squared off observation end complete with neon lighted tail sign identifying which streamliner they were built for. The cars built by American Car & Foundry were among the finest domes built construction was mainly of Aluminum with the dome area that holds the glass constructed of stainless steel, This framing was constructed by Budd for American Car and Foundry, which explains why the UP domes so closely resembled Budd domes in appearance. The only difference between the two makes of domes was that AC&F requested curved glass panels instead of flat glass panels like Budd offered in there standard domes. The interiors of these dome lounge Observations were identical to that built for the TRAIN OF TOMORROW car. Forward of the dome on the main level was a cocktail lounge seating with seating for 12. Beneath the dome was the remainder of the cocktail lounge and lounge the seating was for ten passengers. There was a desk and chair on the main level to the rear tucked in behind the stairs leading to the dome level for the use of any sleeping car passenger wishing to write letters. The main level to the rear of this alcove was arranged in a lounge with comfortable seating for 21. The interiors of the cars were decorated in three different styles to suit the territory the cars were assigned to operate through giving them some local flavor. Dome observations 9000 – 9004 were built for and assigned to the CITY OF LOS ANGELES consists. Dome Observations 9005 – 9009 were built for and assigned to the CITY OF PORTLAND consists, and 9010 – 9014 were built for and assigned to the CITY OF ST. LOUIS cars. All of these cars lost their distinctive tail-signs and were fitted with a diaphragm at the Observation end to permit mid-train operation. This is exactly where the cars were moved to operate directly behind the dining cars.

24-SEAT DOME BAR 44-SEAT LOUNGE OBSERVATON CARS American Car & Foundry February – April 1955 (Built for and assigned to CITY OF LOS ANGELES – CITY OF PORTLAND – CITY OF ST. LOUIS)

CITY OF LOS ANGELES

9000 – 9004

CITY OF PORTLAND

9005 – 9009

CITY OF ST. LOUIS

9010 – 9014

Dome –Dining cars joined the streamliner fleet in April – May 1955, for assignment to the CITY OF LOS ANGELES and CITY of PORTLAND consists. These cars numbered 8000 – 8009 were built with a kitchen in the short main level of the car ahead of the dome the pantry was located under the dome occupying ½ of this space. The other ½ of the area beneath the dome was occupied by a ten-seat dining room. This was the reserve dining area used only during peak travel periods or when reserved by passengers traveling in groups or when movie stars or other VIPS traveling required privacy. To the rear of the under dome area in the long main level area was a dining room with three round tables for four and three round tables for two giving this dining room seating for 18. The dome area seated an additional eighteen passengers for dining at conventional type dining seating with three tables for two along one side of the dome and three tables for four along the other side of the dome. Food was delivered to the dome level by an electric dumbwaiter located at the front of the dome. There was also a condiment area and bread warmer as well as toaster located at the front of the dome. Those dome –dining cars 8000-8004 built for the CITY OF LOS ANGELES were decorated in a Hollywood theme, while those built for the CITY OF PORTLAND 8005 – 8009 were decorated in Rose patterns as Portland is known as the city of Roses.
Total dining capacity of the cars was 46 seats when the reserve dining room was used.
These cars were not popular with crews as the kitchen and dome was always hot and the air conditioning system was unable to adequately cool these areas of the cars during the hot summer months.

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

CITY OF LOS ANGELES

8000 – 8004

CITY OF PORTLAND

8005 – 8009

Several prewar CITY streamliner feature cars were transferred to UP ownership and renumbered between May 1955 and March 1956 soon after renumbering the cars lost their names as follows:
MAY 1955

1575 SUN VALLEY lounge observation originally LA-901 SUN VALLEY

1576 NOB HILL lounge observation originally SF-901 NOB HILL

JULY 1955

1504 HOLLYWOOD Buffet Lounge Car originally LA-703 HOLLYWOOD

MARCH 1956

4817 BILTMORE Dining Car originally CP 607 BILTMORE

4818 AMBASSADOR Dining Car originally CP-608 AMBASSADOR

5007 MISSION INN Café Lounge Car originally LA 611

5008 HACIENDA Café Lounge Car originally LA 612

6107 EMBARCADERO Crew Dormitory Lounge Car originally CP 103

American Car and Foundry delivered four Lunch Counter Dining cars to the UP in June 1956 for assignment to the CITY OF ST. LOUIS. Only four cars were built as they only operated between Denver and Los Angeles. Five would have been required for through St. Louis – Los Angeles service. The four cars were numbered 4000 – 4003. These cars seated 20 at one of the longest lunch counters on a streamlined passenger car. There were also four tables for four at one end of the car.

The 4000 was assigned to the CITY OF LAS VEGAS between Los Angeles and Las Vegas round trip daily beginning September 15, 1957 with 4002 held in reserve for this service.
In 1960 the cars were shopped and the Lunch Counter seats were removed and a cafeteria service area replaced the lunch counter. The tables were also removed and seating only was provided for 16 against the walls of the car where the dining area had formally been located.

20-SEAT LUNCH COUNTER 16-SEAT DINING AREA CARS American Car & Foundry June 1955 (Built for and assigned to CITY OF ST. LOUIS)

4000 – 4003

The Union Pacific placed an order with St. Louis car in July 1958 for 10-cars to be assigned to the CITY OF PORTLAND and CHALLENGER. In winter months those cars assigned to the CHALLENGER operated in the combined CITY OF LOS ANGELES – CHALLENGER. The new cars were delivered between August and December 1959 and served the coach passengers of the trains mentioned. The cars were numbered 5007-5016. One 5015 was retained by the UP business car fleet three were sold privately in 1971 5007, 5011, and 5016. Three were sold to the Alaska Railroad in 1971 5012,5013, and 5014. The remaining three were sold to Amtrak in 1974.

8-SEAT LUNCH COUNTER 24-SEAT DINING 16-SEAT LOUNGE CARS St. Louis Car Company August – December 1959 (Built for and assigned to CITY OF PORTLAND and CHALLENGER)

5007 – 5016

Two AMERICAN series 6-Section 6- Roomette 4 Double Bedroom sleeping cars built by American Car & Foundry in March – April 1950 were shopped in Omaha in 1962 and two sections were removed a small buffet and dining area occupied the space where the two sections had previously been. The two cars rebuilt in this manner were AMERICAN GENERAL and AMERICAN VIEW. They were assigned to the BUTTE SPECIAL, trains operating nightly in each direction between Salt Lake City and Butte.

TTFN Al

[siberianmo]

G'day!

Something different . . .

UP GE Turbo #71 (courtesy: donsdepot.donrossgroup.net)


Later! [tup]

Tom[4:-)] [oX)]

[BudKarr]

Good Day Captain Tom

Something of relevance to the subject UP turbines:

QUOTE: Gas Turbine Locomotives



A New Era

Union Pacific was the only railroad in the United States to own and operate gas turbine locomotives. The turbine, rather than an internal combustion diesel engine, drove an alternator/generator to supply electricity to electric motors mounted on the axles. Union Pacific's gas turbine fleet totalled 55 locomotives.

The first turbine, No. 50, was built by Alco-GE in 1948 and was tested extensively on UP in 1949. Although it was painted in Union Pacific colors, the railroad never owned No. 50, but it paved the way for the GE turbine fleet which followed. The first ten UP turbines, Nos. 51-60, packing 4,500 horsepower each, were delivered to UP by General Electric in 1952. Fifteen more of these units were ordered in 1954 and numbered 61-75. Thirty units of a larger model, numbered 1-30, were delivered between 1958 and 1961. With a hefty 8,500 horsepower apiece, the last 30 units were the largest locomotives ever built.

The turbine fleet pulled freight trains between Council Bluffs, IA and Ogden, UT. Although tested on the Salt Lake City to Los Angeles run, their tremendous noise quickly made them unpopular in California. The locomotives were nicknamed "Big Blows" for their deafening jet engine exhaust noise. The huge locomotives, with their big appetite for fuel oil, eventually fell victim to the more efficient diesels, and in 1970 the turbines ran their last miles.

Union Pacific also experimented with a steam turbine in 1939 and a coal-fired turbine in 1962. Neither locomotive, however, was successful.

Locomotives on Display

Although Union Pacific never donated any turbines directly to museums, two of the locomotives did survive and are now on public display. No. 18 is at the Illinois Railway Museum in Union, IL and No. 26 and 26B are displayed at Ogden Union Station in Ogden, UT.

from: www.uprr.com

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

[siberianmo]

G'day!

Here's another . . .

UP GE Turbo #60 (courtesy:donsdepot.donrossgroup.net)



Later! [tup]

Tom[4:-)][oX)]

[Anonymous]

It was in the Winter of either 1942 or 1943 and my Uncle drove my Aunt and I the 30 odd miles from Bradenton, Fla. to the Union Station in Tampa. I was 10 or maybe 11 years old and very excited because this was to be my first ever trip on a long distance train and in a Pullman sleeper no less! As I recall the Tampa section of the Southland consisted of four Pullmans and four or five coaches plus a number of head end cars. All were heavy weights.

Our porter took our luggage on board and showed my Aunt and I to our open section seats. I can't remember exactly but think our car had 12 sections with one compartment and possible two bedrooms. We pulled out of Tampa at dusk behind an Atlantic Coast Line 4-8-2 which was one of several the ACL had purchased from the Lackawanna expressly for service on the Southland. Our first stop was at Trilby and I accompanied out porter to one of the car's vestibules where he opened the top half of the door and invited me to look out with him to watch the coaches and Pullmans from the St. Petersburg section being added to our train.

Not long after leaving Trilby our porter made up our berths and my Aunt took the lower while I climbed the ladder and bedded down in the upper. I was a little disappointed that my Aunt had the window while I had to be content with listening to the clickety clack of the rail joints and the occasional deep chime whistle of that big mountain engine as she rolled through the sparsely populated (at that time) upper Gulf coast.

The Southland ran over the ACL's Perry cutoff which by passed Jacksonville and ran through such metropolises as Gulf Hammock, Shamrock, Chiefland, and Perry (it's namesake). For years I was of the belief that the Southland was limited to 30 mph over this route because of its big engine and the lightly built roadbed. The Perry cutoff was laid with 90 lb. rail much of which was only cinder ballasted. Needless to say it was "dark" territory with timetable and train order operations. Recently Russell Tedder informed me that the ACL's Employee Timetables showed a 59 mph speed limit over the "Cutoff". I'll bow to Russell's superior knowledge since he grew up around Perry and as young man was the Live Oak, Perry & Gulf's agent/operator at Perry. In any event I was so excited that I lay in my gently swaying upper berth for hours listening to the muted train sounds before finally falling asleep.

Sometime around sunup The ACL handed us off to the Central of Georgia and when I awoke, got dressed quickly and headed for breakfast with my Aunt we were really highballing compared to our more leisurely pace over the ACL. Breakfast in that CoG diner which had been added to our train as we sped up the main to Atlanta at breakneck speed behind a CofG 4-8-2 was truly memorable. It was both the first time I had ever eaten in a dining car and also the fastest I had ever travelled! I learned we had been 20 minutes late leaving Thomasville, GA. but the CofG made it up and put us into Atlanta on the dot.

At Atlanta we dropped off at least the Tampa-Atlanta sleeper and maybe a St. Pete-Atlanta Pullman as well. I believe (but am not sure) we picked up a sleeper from the CoG's overnight train from Savannah. The CofG diner was dropped and a Louisville & Nashville diner added; undoubtedly there was some shuffling of head end cars and coaches as well.

We left Atlanta on the L&N late in the morning for the day time run through the mountains of north Georgia, eastern Tennessee and Kentucky. This line was single tracked but semaphore block signalled all the way to Cincinnatti. This was truly "curve city" all the way around the mountains and through the valleys. While we were double headed by a pair of L&N 4-6-2's I doubt if we ever hit 60 mph
due to the length of the Southland combined with those mountain grades and the speed restrictions on the curves. Not too long after lunch in the diner we were in Tennessee and as we went around the curves I was watching that double header and the semaphores dropping as we passed them until I dozed off ocassionally.

I'd wake up from my slumbers as the train slowed for a staion stop and I remember three things quite distinctly about that afternoon. First, at some small town in the mountains where a branch of the Southern Railway interchanged with the L&N I saw a SR compound articulated 2-8-8-2. This was my first ever sight of such an engine!
Second, I remember stopping at Oak Ridge, Tennessee and the surprising number of passengers who got off there, undobtedly employees of the atomic plant which could be seen across the valley from the L&N's station. Third, and again at another small mountain town where the Kentucky & Tennessee terminated and had an engine house right alongside the L&N main with several K&T 2-8-0's and 2-8-2' s on their service tracks in plain view.

At Corbin, Kentucky we changed engines and after a sumptuous meal in the diner (my Aunt who was paying the bill indulged my every wish) we soon retired for the night. I slept like a log and never even opened my eyes at our Cincinnatti Union Station stop where the L&N handed us off to the Pennsylvania RR. The next morning I barely woke in time to get dressed and get off the train at Gary, Indiana where my Dad was waiting to pick us up on the snowy wind blown station platfrom. Oh yes, the Pennsy had run the train with a pair of K-4 Pacifics on the overnight dash from
Cincinnatti to Chicago.

Mark

[siberianmo]

G'day!

[#welcome] aboard Mark! Really an interesting Post and something that most probably would be better suited for "Our" Place - the adult cyber bar 'n grill on this Forum - where the conversation is amongst adults discussing Classic Trains - while having a bit of fun doing so! [tup] There are more than a few guys who would appreciate reading your Post - why not give it a "rerun" over there on Wednesday [?]

Of course it is an INTERACTIVE site - not like this one where people sort of "hit 'n run" . . . Just check out the way things are done and you'll have no problems . . . .

Thanx for the input and hope to see ya again! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

My finale for this day . . .


UP Turbo #80 (courtesy: donsdepot.donrossgroup.net)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER TRAIN NOSTALGIA #11

Here’s something to enjoy regarding the Pennsylvania Railroad (PRR) from an advertisement in Classic American Trains



NOW . . . A Complete RECREATION CAR

Especially Designed for Your Pleasure

In daily service on The Jeffersonian, popular all-coach streamliner between New York and St. Louis!
A dramatic highlight in Pennsylvania railroad’s new equipment program, this colorful new recreation car provides amusement and entertainment for all ages. A luxurious game and reading lounge . . . a children’s playroom . . . a sunken buffet lounge . . . miniature movie theatre – pleasure with variety. Be among the first to enjoy it! Reserve a seat on The Jeffersonian on your next trip!

SO ROOMY AND RESTFUL – the new overnight coaches on The Jeffersonian. Only 44 seats to the car – and all reclining! You’ll like the new lighting too – fluorescent, 4 times brighter but easy on the eyes. New-type air-conditioning adds still more comfort.

EXTRA LARGE MODERN WASHROOMS, one for women, one for men at the end of each coach – handsomely decorated – with 3 glistening washstands and 2 toilet annexes.

Enjoy these New Features at Low Coach Fares!

THE JEFFERSONIAN
. . . . . . . . . . Westbound . . . . . . . . . .
Lv. New York . . . . . 6:15 P.M.
Lv. Philadelphia . . . 7:43 P.M.
Lv. Washington . . . 6:20 P.M.
Lv. Baltimore . . . . . 7:05 P.M.
Lv. Harrisburg . . . . .9:42 P.M.
Ar. Columbus . . . . . 6:46 A.M.
Ar. Dayton . . . . . . ..8:21 A.M.
Ar. Indianapolis . . . .9:27 A.M.
Ar. St. Louis . . . . . .1:50 P.M.
. . . . . . . . . . Eastbound . . . . . . . . . .
Lv. St. Louis . . . . . . 1:00 P.M.
Lv. Indianapolis . . . . 5:07 P.M.
Lv. Dayton . . . . . . . .8:13 P.M.
Lv. Columbus . . . . . .9:35 P.M.
Ar. Harrisburg . . . . . 6:51 A.M.
Ar. Baltimore . . . . . . 9:23 A.M.
Ar. Washington . . . .10:10 A.M.
Ar. Philadelphia . . . . .8:52 A.M.
Ar. New York . . . . . .10:25 A.M

Recreation car facilities available to Baltimore and Washington passengers between Harrisburg and St. Louis.

PENNSYLVANIA RAILROAD
Serving the Nation


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!