A Classic REAL Trains 'n Traction FOTO site!

[passengerfan]

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

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

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

350- LOUIS JOLIET

351-SHADRACH BOND

352-PIERRE LACLEDE

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #40

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


Illinois Terminal (IT)



Headquarters: St. Louis, MO

Mileage in 1950: 462

Locomotives in 1950:

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

Rolling stock in 1950:

Freight cars: 1,868
Passenger cars: 63

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

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

Passenger trains of note:

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


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

The GM Train of Tomorrow Domes in UP service
by Al

The first domes to be acquired by the UP were the four Astra-Domes built for the GM TRAIN OF TOMORROW (See Pullman Standard chapter). These cars built by Pullman Standard were delivered to GM in May 1947. The four cars were named only STAR DUST (Dome Coach), SKY VIEW (Dome Diner), DREAM CLOUD (Dome Sleeper) and MOON GLOW (Dome Lounge Observation). In April 1950 all four cars plus the EMD E7A 765 that had comprised the GM TRAIN OF TOMORROW were purchased by the Union Pacific and moved to Omaha, Nebraska. Here the cars and diesel were repainted from their stainless steel and royal blue scheme to the Armour yellow, harbor mist gray and red streamliner colors of their new owner Union Pacific. Since the Union Pacific operated only one train worthy of the four domes that required but a single set of equipment it was almost a foregone conclusion the UP would operate the cars in their pool train between Portland and Seattle.
For years the UP-GN-NP had operated four trains daily between these two major Northwest cities. Each railroad operated a daily train in each direction and every three months the operation of the overnight train was rotated between the three roads. The UP operated trains 457-458 as their regular schedule. These trains operated NB from Portland each morning bringing through sleeping cars from the connecting CITY OF PORTLAND and SP CASCADE to Seattle’s Union Station. The UP pool train returned to Portland each evening. During the long days of summer the round trip was entirely in daylight. During the spring and fall the train operated NB entirely in the daylight but southbound the train reached Portland after dark. In the winter months the southbound usually encountered darkness before even reaching Tacoma. The sleeping cars returned south to Portland on the NP pool train each morning operating from King Street Station just across from Union Station separated by the 4th Ave overpass.
The Union Pacific operated the former TRAIN OF TOMORROW cars and diesel unit from Omaha in a CITY OF LOS ANGELES train set. The train went on display in Los Angeles under a banner reading “TRAIN OF TOMORROW – Your Portland-Tacoma-Seattle Train of Today”. The Domeliner traveled from Los Angeles to Salt Lake City in a LOS ANGELES LIMITED consist. After display in the Utah Capitol the train traveled to Pocatello, Boise, La Grande, Pendleton, Portland, Tacoma and Seattle for display in each city before retuning to Portland to begin service on June 18, 1950. The rest of the trains consist of 457-458 was made up of modernized heavyweight coaches and parlor cars. Since the schedule did not require sleeping cars the Astra-Dome sleeping car DREAM CLOUD operated as a parlor car with all space sold at parlor car rates. The coaches of the new train required no extra fare, but this was not true of STAR DUST the Astra-Dome Coach as an extra supplement was charged for this car. All passengers could avail themselves of SKY VIEW the Astra-Dome dining car serving breakfast and lunch northbound and late lunch and dinner southbound. The Astra-Dome Lounge Observation MOON GLOW was only open to the first class parlor passengers. By 1951 the UP Domeliner unofficially known as the CITY OF SEATTLE was fully streamlined. The UP assigned numbers to three of the Astra-Domes in March 1956 STAR DUST numbered 7010, SKY VIEW numbered 8010 and MOON GLOW numbered 9015. The MOON GLOW had its round observation end squared off for mid-train operation in 1956 by Omaha shops. This did not alter the cars number of seats although at least two sofas were repositioned. The first of the old TRAIN OF TOMORROW Astra Domes withdrawn from trains 457-458 was 8010 SKY VIEW in September 1957, this was followed by 7010 in March 1958. In 1959 it is known that 9015 MOON GLOW operated for a time in one of the CITY OF DENVER consists. By the early 1960s all four of the original TRAIN OF TOMORROW cars could be seen in a Pocatello scrap yard minus trucks and piled up waiting to be cut up for scrapping. Only the former 9015 MOON GLOW has been spared. As this is written it is stored alongside Ogden station awaiting restoration. These cars are among he few dome cars to be scrapped.
The UP was impressed enough with these domes to order new Astra Dome cars of three types Coach, Dining and Lounge Observation from American Car and Foundry in late November 1952.

TTFN AL

[siberianmo]

G'day!

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


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


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

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

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


GM Train of Tomorrow (foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[BudKarr]

Good Day Captain Tom (morning where I am!)

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


Nickel Plate 1934 schedule cover




Nickel Plate 1944 schedule cover




Nickel Plate 1948 schedule cover


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

BK in Alberta, Canada's high mountain country!

[siberianmo]

G'day!

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

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

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

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

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

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

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

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

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

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

Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

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

TTFN Al

[siberianmo]

G'day!

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

GM Train of Tomorrow


GM Train of Tomorrow (model)


Enjoy! [tup]

Tom[4:-)] [oX)]

[passengerfan]

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

TTFN Al

[siberianmo]

G'day!

One more Pix . . .

MONON #84A
(courtesy: www.mononrr.com - foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

CHICAGO
INDIANAPOLIS
&
LOUISILLE
(MONON)
Streamlined Coaches
by Al

The C&IL better known as the Monon approached streamlining of their passenger services by remodeling surplus U.S. Army Hospital cars that became available in 1947 from the Government. Only the Alaska Railroad went as far as the Monon in purchasing these cars for streamlined train service. The Monon purchased 28 of these cars built new for the U.S. Army by American Car and Foundry in 1944-45. The Monon built four complete streamlined consists the HOOSIER, and TIPPECANOE for service between Chicago and Indianapolis and two consists of the THOROUGHBRED for service between Chicago and Louisville. The Monon shops doing the conversion work to former U.S. Army Hospital cars gave the railroad the streamlined trains faster and at less cost then would have been the case if they had ordered from any car manufacturers. The conversion work done by the Monon’s own shops was very professional in appearance and permitted the Monon to have four streamlined consists in service in 1947-48 probably three years sooner than they would have had to wait for new cars from the manufacturers.
The first of the new streamlined trains to enter service was the HOOSIER between Chicago and Indianapolis round trip daily beginning August 17, 1947. The six-car streamliner was powered by an A-B set of EMD F3s.

81A EMD F3A 1,500 hp Diesel Passenger Cab Unit

81B EMD F3B 1,500 hp Diesel Passenger Booster Unit

11 Baggage 30’ Railway Post Office Car

21 46 Revenue seat Coach

22 46 Revenue seat Coach

23 46-revenue seat Coach

51 24-seat Dining Bar 20 seat Tavern Lounge Car

71 25 Revenue seat Parlor 11 seat Lounge Observation

BAGGAGE 30’ RAILWAY POST OFFICE CAR Monon Shops July 1947 (Rebuilt for and assigned to HOOSIER)

11 originally U.S. Army Hospital Car 89377

46 REVENUE SEAT COACHES Monon Shops July 1947 (Rebuilt for and assigned to HOOSIER)

21 originally U.S. Army Hospital Car 89377

22 originally U.S. Army Hospital Car 89371

23 originally U.S. Army Hospital Car
89394

24 SEAT DINING KITCHEN BAR 20 SEAT TAVERN LOUNGE CAR Monon Shops July 1947 (Rebuilt for and assigned to HOOSIER)

51 originally U.S. Army Hospital Car 89389

25 REVENUE SEAT PARLOR 11 SEAT LOUNGE OBSERVATION Monon Shops July 1947 (Rebuilt for and assigned to HOOSIER)

71 originally U.S. Army Hospital Car 89364

The second streamliner to enter Monon service in 1947 was the TIPPECANOE another six car streamliner between Chicago and Indianapolis round trip daily beginning November 15, 1947.

82A EMD F3A 1,500 hp Diesel Passenger Cab Unit

82B EMD F3B 1,500 hp Diesel passenger Booster Unit

12 Baggage 30’ Railway Post Office Car

24 46 Revenue seat Coach

25 46 Revenue seat Coach

26 46-revenue seat Coach

52 24-seat Dining Bar 20 seat Tavern Lounge Car

72 25-Revenue seat Parlor 11 seat Lounge Observation

BAGGAGE 30’ RAILWAY POST OFFICE CAR Monon Shops October 1947 (Rebuilt for and assigned to TIPPECANOE)

12 originally U.S. Army Hospital Car 89395

46 REVENUE SEAT COACHES Monon Shops August – October 1947 (Rebuilt for and assigned to TIPPECANOE)

24 originally U.S. Army Hospital Car 89372

25 originally U.S. Army Hospital Car 89390

26 originally U.S. Army Hospital Car 89396

24 SEAT DINING KITCHEN-BAR 20 SEAT TAVERN LOUNGE CAR Monon Shops November 1947 (Rebuilt for and assigned to TIPPECANOE)

52 originally U.S. Army Hospital Car 89379

25 REVENUE SEAT PARLOR 11 SEAT LOUNGE OBSERVATION Monon Shops November 1947 (Rebuilt for and assigned to TIPPECANOE)

72 originally U.S. Army Hospital Car


The Monon provided service between Chicago and Louisville and to streamline this service two consists were required. The THOROUGHBRED began service as a streamliner February 15, 1948 but calling this train a streamliner was a bit of a misnomer. At that time only five 52-revenue seat Coaches were streamlined two for each train set and one as a spare. The remainder of both consists were heavyweight cars initially; Monon shops completed the remaining streamlined cars for the THOROUGHBREDS in 1948. In April 1948 the two Dining Parlor Observations were completed and replaced heavyweight cars in the THOROUGHBREDS. In July 1948 a pair of Lunch Counter Coaches were delivered one for each consist. The following month August 1948 saw the Monon shops deliver one 52-revenue seat Coach; this car along with the earlier 5 gave each train set three. The THOROUGHBREDS operated with heavyweight Baggage cars throughout their careers. The following consists operated after all streamlined cars were delivered.

83A EMD F3A 1,500 hp Diesel Passenger Cab Unit

83B EMD F3B 1,500 hp Diesel Passenger Booster Unit

Unknown Heavyweight Baggage Car

66 44 Revenue seat Coach with 6 seat Lunch Counter

27 52 Revenue seat Coach

29 52 Revenue seat Coach

31 52 Revenue seat Coach

58 18-seat Dining 10 Revenue seat Parlor Observation

SECOND CONSIST

84A EMD F3A 1,500 hp Diesel Passenger Cab Unit

84B EMD F3B 1,500 hp Diesel Passenger Booster Unit

Unknown Heavyweight Baggage Car

67 44 Revenue seat Coach with 6 seat Lunch Counter

28 52 Revenue seat Coach

30 52 Revenue seat Coach

32 52 Revenue seat Coach

59 18-seat Dining 10 Revenue seat parlor Observation

52 REVENUE SEAT COACHES Monon Shops February 1948 (Rebuilt for and assigned to THOROUGHBREDS)

27 originally U.S. Army Hospital Car 89386

28 originally U.S. Army Hospital Car
89381

29 originally U.S. Army Hospital Car 89382

30 originally U.S. Army Hospital Car
89393

31 originally U.S. Army Hospital Car 89367

52 REVENUE SEAT COACH Monon Shops August 1948 (Rebuilt for and assigned to THOROUGHBREDS)

32 originally U.S. Army Hospital Car 89366

44 REVENUE SEAT COACHES WITH 6 SEAT LUNCH COUNTERS Monon Shops July 1948 (Rebuilt for and assigned to THROUGHBREDS)

66 originally U.S. Army Hospital Car 89370

67 originally U.S. Army Hospital Car
89355

18 SEAT DINING 10 REVENUE SEAT PARLOR OBSERVATIONS Monon Shops April 1948 (Rebuilt for and assigned to THOROUGHBREDS)

58 originally U.S. Army Hospital Car 89346

59 originally U.S. Army Hospital Car 89373

Besides the four consist of the previously mentioned trains the Monon shops streamlined six additional cars that were used as spares for those streamliners otherwise they were assigned to General Service.

52 REVENUE SEAT COACH Monon Shops September 1948 (Rebuilt for and assigned to General Service)

33 originally U.S. Army Hospital Car 89349

52 REVENUE SEAT COACH Monon Shops January 1949 (Rebuilt for and assigned to General Service)

34 originally U.S. Army Hospital Car 89380

24 SEAT DINING KITCHEN-BAR 20 SEAT TAVERN LOUNGE CAR Monon Shops May 1948 (Rebuilt for and assigned to TIPPECANOE – HOOSIER as spare otherwise operated in General Service)

53 originally U.S. Army Hospital Car 89388

44 REVENUE SEAT COACHES WITH 6 SEAT LUNCH COUNTER Monon Shops June – November 1948 (Rebuilt for and assigned to General Service)

65 originally U.S. Army Hospital Car 89392

68 originally U.S. Army Hospital Car
89374

69 originally U.S. Army Hospital Car 89375

The Monon renumbered cars 68 and 69 in October 1949 renumbering them 81 and 82 at that time. They were then assigned to the HOOSIER and TIPPECANOE.
In May 1956 Monon Shops refurbished the interior of one of the 44-revenue seat Coaches with a 6 seat Lunch Counter number 65 emerged from the shops as a 75-revenue seat Coach with the new number 41 in May 1956.
In May 1959 the 52-revenue seat Coach 29 was remodeled to a 75 seat Coach with the new number 42.
In February 1960 46-revenue seat Coach 21 was remodeled to 75-seat Coach 43.
The 46-revenue seat Coach 23 was shopped in December 1960 and remodeled to 75-revenue seat Coach 44.
One additional 46-revenue seat Coach 26 was remodeled in August 1964 becoming 75 revenue seat Coach 45.
The last coach to have its interior remodeled from 52 revenue seats to 75 was car 34 emerging in September 1966 as car 46.

TTFN Al

[siberianmo]

G'day!

Another "theme" Pix . . .

MONON #84A
(courtesy: www.mononrr.com - foto credit: unknown)


Later! [tup]

Tom[4:-)] [oX)]

[artpeterson]

Hi Al -

Thanks for the build and re-build info - much appreciated!

Tom, yes the 6953 shot did that when I first posted the reply, but immediately settled down to the "normal" size. That's the first time I had an image respond like that.

[passengerfan]

Good Afternoon Tom and Art.

Quick answer to Arts questions.

7800 was constructed by AC&F June 1949 for assignment to service in Coach section of CITy streamliners They had 8 seat Lunch Counter 24 seat Dining area and 16 seat Lounge area. Northwestern assigned car to Dakota 400 when replaced by CMSTP&P cars in CITY service.

7602 constructed by Pullman Standard in December 1941 originally assigned to Capitol 400 and City of Milwaukee 400 and Commuter 400 trains. Built with 30" Baggage scetion 16-seat Tavern Lounge (4 tables for four) stanup bar and 9 seat Lunch counter. Returned to Pullman and Roof was raised and HEP installed November 1958.

6953 built by Pullman Standard in December 1941 as 56-seat Dining car and assigned to TWIN CITIES 400 trains.
Returned to Pullman and raised roof and HEP installed in November 1958.

Hope that helps Art.

TTFN Al

[siberianmo]

G'day!

Great to see the return of our friend, BK from that loooooooong hiatus in Hawaii! <envy>

Also, good to see Art this fine day as well! [tup] I noted that with several of your most recent Posts that when trying to enlarge your Pix (clicking on them) they "baloon up" to super size, rather than simply a "regular" enlargment. Don't really know why that happens - but every now 'n then it's one of those "things" on the Forums with no explanation . . . . Interesting Pix though . . . .

Now, to the "theme" - here's a shot some may find interesting!

MONON #81A (courtesy: www.mononrr.com
- foto credit: unknown)


Enjoy! [tup]

Tom[4:-)][oX)]

[artpeterson]

And finally, red-lined diner 6953 at the end of the string of cars in Cal Av yard on April 15, 1971. Another car rebuilt to match the roof profile of the long-distance gallery cars.

Enjoy!

Art

[artpeterson]

From the same red-lined string at Cal Av on April 15, 1971, next is the 7602 a baggage-mail-lounge rebuilt to run with the gallery-type long-distance coaches and parlors that C&NW bought from P-S. Again, Al if you've got particulars for this car, would be great to know.

Art

[artpeterson]

Hi all -

Let me take the thread in a different direction for a minute (at least it's a Granger road, as with the CGW, etc.). C&NW streamlined cars retired, awaiting disposition in the run-up to Amtrak. First is a single-deck diner, 7800 at California Avenue, Chicago on April 15, 1971.

Al, do you happen to have the builder and build date for this car? As always, appreciate whatever you can share.

Enjoy!

Art

[BudKarr]

Hello Captain Tom!

Just left the bar and thought I would come by to check these pages. Appears that you have this thread perking along - even picked up a "regular" I noted. Well done! [tup]

I should be able to fill in for our friend, Lars - perhaps not in substance, but I will at least stop in in order to help keep this thread up and running (as you like to put it!)

Enjoy the day! [tup]

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

[siberianmo]

G'day!

I see Al - 20 Fingers - Yogi has made it in! [swg] [tup] Always good stuff and always appreciated! [tup]

Check this out:

Chicago, Indianapolis & Louisville (MONON) map
(courtesy: www.mononrr.com)



To enlarge, CLICK the URL:
http://mononrr.com/mimages/maps/map_01.gif

Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

CHICAGO
INDIANAPOLIS
&
LOUISVILLE
(C&IL)
Streamlined Dining & Lounge Cars
by Al

Better known as the Monon the C&IL operated passenger services between Chicago and Indianapolis and Chicago and Louisville. The railroad purchased no lightweight streamlined equipment prior to WW II. Following the war the government made available to the railroads 100 U.S. Army Hospital cars built by American Car & Foundry in 1944-45.
These cars rode on six wheel trucks but otherwise could be considered streamlined. They would require extensive rebuilding to become streamlined passenger equipment but the surplus price tag of $16,500.00 per car made them attractive to several railroads including the Alaska Railroad (32), Atlantic Coast Line (10), Southern Pacific (5) and Monon (28). Even the Ringling Brothers Circus purchased twenty-five of the surplus cars for their circus trains.
The Monon shops in Lafayette were given the task of rebuilding the cars into streamlined equipment for the Monon. Famed industrial designer Raymond Loewy was commissioned to design the interiors of the surplus equipment. Ten of the cars were rebuilt to feature cars.
Three of these were rebuilt to 24-seat dining bar 20-seat tavern lounge cars. The first of these was rebuilt in November 1947 and numbered 51. This car was assigned to the new streamlined HOOSIER inaugurated August 17, 1947 round trip between Indianapolis and Chicago. Car 51 was retired from service in 1959.

24-seat dining bar
20-seat tavern lounge car

51 originally U.S. Army 89389

An identical car to 51 numbered 52 was completed in November 1947 for the TIPPECANOE streamlined train between Chicago and Indianapolis round trip daily inaugurated November 15, 1947. This car lasted until 1959 when it was retired.

24-seat dining bar
20-seat tavern lounge car

52 originally U.S. Army 89379

In April 1948 the Lafayette shops released two 18-seat dining 10-seat parlor observations for service these two cars were assigned to the two consists of the THOROUGHBRED inaugurated February 15, 1948 between Louisville and Chicago using heavyweight dining –parlor cars until 58 and 59 were completed. Both cars were retired in 1959.

18-seat dining 10-seat parlor observations

58 originally U.S. Army 89346

59 originally U.S. Army 89373

The remaining six feature cars were 44-seat coaches with a six-seat lunch counter at one end. These cars operated in general service and were numbered 65-69. Car 65 was completed in June 1948 followed by 68 and 69 in July 1948 with 68 and 69 completed in October 1948. Car number 65 was remodeled to a 64-seat coach in 1954. Cars 66 and 67 were retired in 1959. Cars 68 and 69 were renumbered 80 and 81 in October 1949. Cars 80 and 81 were remodeled to 6-seat lunch counter 28-seat parlor cars in 1950 and both were again remodeled in 1953 to 6-seat lunch counter 40-seat coaches. Both cars were retired in 1959.

6-seat lunch counter
44-seat coaches

65 originally U.S. Army 89392

66 originally U.S. Army 89370

67 originally U.S. Army 89355

68 originally U.S. Army 89374

69 originally U.S. Army 89375

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #39

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

Chicago, Indianapolis & Louisville - Monon (The Hoosier Line)



Headquarters: Chicago, IL

Mileage in 1950: 573

Locomotives in 1951

Diesel: 57

Rolling stock in 1951:

Freight cars: 2,609
Passenger cars: 59

Principal routes in 1950:

Chicago-Indianapolis
Louisville-Michigan City
Wallace Junction-Midland
Orleans-French Lick

Passenger trains of note:

Bluegrass (Chicago-Louisville)
Chicago Limited (Indianpolis-Chicago)
Day Express (Chicago-Louisville)
Daylight Limited (Chicago-Indianapolis)
Executive (Chicago-Indianapolis)
Hoosier (Chicago-Indianapolis)
Hoosier Limited (Chicago-French Lick)
Night Express (Chicago-Louisville)
Thoroughbred (Chicago-Louisville)
Tippecanoe (Chicago-Indianapolis)
Varsity (Chicago-Bloomington)
Velvet Train (Chicago-Cincinnati)
Mid-Night Special (Chicago-Cincinnati)

Of note:
Trains east of Indianapolis handled by Cincinnati, Hamilton & Dayton
Monon operated on Chicago & Western Indiana tracks between Hammond and Dearborn Station.
Monon operated on Kentucky & Indiana Terminal tracks between New Albany-Youngstown Yard-Union Station.


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Going to miss your posts over here Lars will try and contribute as long as Tome doesn't get to obscure with his picks of railroads.

Enjoyed the Crusade Pictures Tom When the CN purchased the Crusader conest they remodeled it and gave the entire consist a black window band then renamed it the Champlain? and assigned it to Montreal - Quebec City service. Eventually the cars were operated throughout the Quebec City - Winsor corridor and separted could be found in just about any of the Toronto- Windsor and Toronto - Sarnia trains with regular CN equipment. Several of the original Crusader cars found their way to museums after sale by Via Rail.

[LoveDomes]

Hiya Tom and Happy Father's Day!

I didn't think I'd make it "in" today . . . Surprise, surprise - I have a pix for today's "theme!"! [yeah]

Reading: F7A 271
(1978) (from: www.readingrailroad.org)


Until the next time (which will probably be Thursday)!


Lars

[siberianmo]

G'day!

Slow day - which is GOOD - after all, the fathers out there should be doing something much more worthwhile with their time on this day! [swg]

MIne are grown, gone and not here . . . so - here I am! <grin>

Reading Railroad's Crusader (foto credit: unknown)


Later (maybe!) [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Surprised to see you here today, Al - and a Happy Father's Day!

A Crusader Pix . . . .

Reading Railroad's Crusader
(courtesy: www.caboosenut.com - foto credit: unknown)



Later! [tup]

Tom[4:-)] [oX)]

[passengerfan]

Reading
CRUSADER
(December 13, 1937)
90 miles
By Al


The Reading inaugurated the CRUSADER December 13, 1937 a five car stainless steel consist from Budd with a round end Observation at each end of the streamliner. The CRUSADER operated between Jersey City and Philadelphia on a twice-daily round trip schedule. A pair of 4-6-2 Pacific Locomotive’s and Tenders were streamlined with fluted stainless steel panels to match the trailing Budd built consist. The Tenders were rebuilt so the rounded Observation seemed to provide a smooth transition between the tender and the rest of the trailing train set. The CRUSADER covered the ninety miles between Jersey City and Philadelphia in a flat 90 minutes for an average speed of 60-mph. Because the CRUSADER was double ended it did not require turning at terminals. The Reading simply turned the power and reversed the seats in the cars for the return trip to Philadelphia. The two locomotives 117 and 118 were based in Philadelphia with one completing the Philadelphia – Jersey City morning round trip and the other completing the afternoon round trip. A pair of EMD FP7As operating back to back in 1948 replaced the Reading 117 and 118 streamlined Pacific Steam Locomotives originally assigned to the CRUSADER and the steam locomotives minus their streamlining were assigned elsewhere.

118 4-6-2 Streamlined Pacific Locomotive & Tender

1 56 Revenue seat Coach Observation with 14 seat Smoking Lounge

2 56 Revenue seat Coach with 14 seat Smoking Lounge

3 32-seat Dining 22 seat Lounge Car

4 56 Revenue seat Coach with 14 seat Smoking Lounge

5 56 Revenue seat Coach Observation with 14 seat Smoking Lounge

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #38

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


Reading Lines



Headquarters: Philadelphia, PA

Mileage in 1950: 1,286

Locomotives in:

1930:
Steam: 930
Diesel: 2 (box cab switchers)

1963:
Steam 4
Diesel: 337

Rolling stock in

1930:
Freight cars: 43,298
Passenger cars: 910 (includes MU self-propelled)

1975:
Freight cars: 12,213
Passenger cars: 176 (includes MU self-propelled and RDCs)

Principal routes in 1950:

Philadelphia-Jersey City (New York via ferries, floats)
Philadelphia-Bethlehem, PA
Philadelphia-Reading, PA
Philadelphia & Camden-Atlantic City, NJ
Manville-Port Reading, NJ
Reading-Harrisburg, PA
Reading-Allentown, PA
Reading-Newberry Jct. (Williamsport), PA
Reading-Wilmington, DE
Harrisburg-Hagerstown, MD (through arrangement Hagerstown-Lurgan, PA)

Passenger trains of note:

Crusader (Philadelphia-Jersey City (New York)
Wall Street (Philadelphia-Jersey City (New York)
Schuylkill (Philadelphia-Pottsville, PA)
King Coal (Philadelphia-Shamokin, PA)
Harrisburg Special (Jersey City (New York)-Harrisburg
Queen of the Valley (Jersey City (New York)-Harrisburg)
North Penn (Philadelphia-Bethlehem


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Okay - one more finale for the Corn Belt!!

CGW EMD F3 101A freight (foto credit: unknown)


That's it for this day! [tup]

Tom[4:-)] [oX)]