A Classic REAL Trains 'n Traction FOTO site!

[siberianmo]

G'day!

Here's PART II . . .

Now arriving on track #2 …..
Railroads from Yesteryear! Number Nine (in two parts)

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

The Coast Line/Seaboard Railways – ACL – SAL – SCL


Part II of II


Seaboard Air Line Railroad



Locale: Florida - Virginia, United States

Reporting marks: SAL

Dates of operation: – 1967

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


Headquarters: Richmond, VA


The Seaboard Air Line Railroad (AAR reporting mark SAL) was an American railroad that existed between the 1880s and 1967, when it merged with the Atlantic Coast Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad. The company was headquartered in Richmond, Virginia.

History


1896 map with connections

The SAL main line, now mostly CSX's "S" Line, was built by the following companies:

• Richmond, Petersburg and Carolina Railroad, Richmond, Virginia to Norlina, North Carolina (the immediate predecessor of the SAL)
• Raleigh and Gaston Railroad, Norlina to Raleigh, North Carolina
• Raleigh and Augusta Air-Line Railroad, Raleigh to Hamlet, North Carolina
• Palmetto Railroad, Hamlet to Cheraw, South Carolina
• Chesterfield and Kershaw Railroad, Cheraw to Camden, South Carolina
• Predecessors of the Florida Central and Peninsular Railroad:
o South Bound Railroad, Camden to Savannah, Georgia
o Florida Central and Peninsular Railroad Northern Division, Savannah to Georgia/Florida state line
o Florida Northern Railroad, state line to Yulee, Florida
o Fernandina and Jacksonville Railroad, Yulee to Jacksonville, Florida
o Florida, Atlantic and Gulf Central Railroad, Jacksonville to Baldwin, Florida
o Florida Railroad, Baldwin (continuing north to Yulee) to Waldo, Florida
o Florida Transit and Peninsular Railroad Tampa Division, Waldo to Tampa, Florida

On July 1, 1967 the SAL merged with the Atlantic Coast Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad.

Seaboard Coast Line Railroad



Locale: Alabama, Florida, Georgia, North Carolina, South Carolina, and Virginia

Reporting marks: SCL

Dates of operation: 1967 – 1982

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


Headquarters: Jacksonville, FL and Richmond, VA


The main lines of the ACL and SAL, now CSX's A and S lines.

The Seaboard Coast Line Railroad (AAR reporting mark SCL) was created July 1, 1967 as a result of the merger of the Seaboard Air Line Railroad with the Atlantic Coast Line Railroad (ACL). In 1982, The Seaboard Coast Line Railroad became Seaboard System Railroad as a result of a merger with the Louisville & Nashville Railroad (L&N). For some years prior to this, the SCL and L&N had been under the common ownership of a holding company, Seaboard Coast Line Industries (SCI), the company's railroad subsidiaries being collectively known as the Family Lines System which comprised of the L&N, SCL, Clinchfield and West Point Routes. After the 1980 merger of SCI with the Chessie System, the resulting CSX Corporation combined the Family Lines System units as the Seaboard System Railroad and later became CSX when the former Chessie units were merged into it in 1986.


Innovative SCL trains

Juice Train: a historic model of unit train competition

Juice Train is the popular name for famous unit trains of Tropicana fresh orange juice operated by railroads in the United States. In 1970, beginning on Seaboard Coast Line railroad, a mile-long Tropicana Juice Train train began carrying one million gallons of juice with one weekly round-trip from Bradenton, Florida to Kearny, New Jersey, in the New York City area.

Today operated by SCL successor CSX Transportation, CSX Juice Trains have been the focus of efficiency studies and awards as examples of how modern rail transportation can compete successfully against trucking and other modes to carry perishable products.

Auto-Train

The original Auto-Train operated on Seaboard Coast Line and Richmond, Fredericksburg & Potomac (RF&P) tracks. It was operated by Auto-Train Corporation, a privately-owned railroad which used its own rolling stock to provide a unique rail transportation service for both passengers and their automobiles in the United States, operating scheduled service between Lorton, Virginia (near Washington, D.C.) and Sanford, Florida, near Orlando.

The founder of Auto-Train Corporation was Eugene K. Garfield. His approach allowed families to relax en route and save the expense and unfamiliarity of a rental car on arrival. Passengers rode in either wide coach seats or private first-class sleeping compartments while their vehicles were safely carried in enclosed autoracks. The train included dining cars and meals were served.

The equipment of the Auto-Train Corporation was painted in red, white, and purple colors. The typical train was equipped with two or three General Electric U36B diesel-electric locomotives, 76' double-deck auto carriers, streamlined passenger cars, including coaches, dining cars, sleeper cars, and 85' full-dome cars, and a caboose, then an unusual sight on most passenger trains.

Auto-Train Corporation's first auto carriers were acquired used, and started life in the 1950s as a new innovation for Canadian National Railroad. The CN bi-level autorack cars had end-doors. They were huge by the standards of the time; each 75-footer could carry 8 vehicles. The cars were a big success and helped lead to the development of today's enclosed autoracks. The former CN autoracks were augmented by new tri-level versions in 1976.


auto carrier originally purchased by Auto-Train Corp. unloads from Amtrak's Auto Train in Lorton, VA in 2000. Photo courtesy of www.trainweb.com

Auto-Train Corporation's new service began operations on December 6, 1971 The service was a big hit with travelers. Before long, the ambitious entrepreneurs of Auto-Train were looking to expand into other markets. However, only the Lorton-Sanford service proved successful.

High crew costs, several spectacular accidents with the 58- to 64-car trains, and an unprofitable expansion to Louisville, Kentucky put Garfield's company into bankruptcy. Auto-Train Corporation was forced to end its services in late April, 1981.

Operating for almost 10 years, Auto-Train had developed a popular following, particularly among older travelers as it ferried passengers and their cars between Virginia and Florida.

However, no one else offered a service quite like that of Auto-Train: transport a car and its passengers together (on the same movement, at the same time) to and from vacation areas. In 1983, the National Railroad Passenger Corporation, better known as Amtrak, a federally-chartered corporation which operates most intercity passenger trains in the United States acquired Auto-Train Corporation terminals in Lorton and Sanford and some of the rolling stock, including the autoracks. Amtrak began its slightly-renamed Auto Train route service between Virginia and Florida on a 3 day per week basis after a 22 month gap, expanding it to daily trips the following year.

Today, Amtrak's Auto Train carries about 200,000 passengers and generates around $50 million in revenue annually. Operating on leased CSX Transportation tracks for the entire distance, it is considered Amtrak's best-paying train in terms of income in comparison with operating expenses.

History

The Western and Atlantic Railroad is famous for the Great Locomotive Chase, which took place on the W&A during the US Civil War in April 1862.

End of Part II of II


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

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

See y'all in about 8-10 days . . .

Enjoy!

Tom [4:-)] [oX)]

[siberianmo]

G'day!

This was Posted first over at the bar . . . now it's time for here! [tup]

Now arriving on track #1 …..
Railroads from Yesteryear! Number Nine (in two parts)

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

The Coast Line/Seaboard Railways – ACL – SAL – SCL


Part I of II

Atlantic Coast Line Railroad



Locale: United States Atlantic Coast

Reporting marks: ACL

Dates of operation: 1840 – July 1, 1967

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

Headquarters: Jacksonville, FL

There is also an Atlantic Coast Line in Cornwall, England.

The Atlantic Coast Line Railroad (AAR reporting mark ACL) was an American railroad that existed between 1898 and July 1, 1967, when it merged with the Seaboard Air Line Railroad, its long-time rival, to form the Seaboard Coast Line Railroad. The company was headquartered in Jacksonville, Florida (Wilmington, North Carolina before 1961). After several more mergers and consolidations, the former ACL is now part of CSX Transportation, also headquartered in Jacksonville.


History


1914 map

The Atlantic Coast Line Company was organized on May 29, 1889 as a holding company for a system of railroads from Richmond and Norfolk, Virginia south and southwest to Augusta, Georgia.

North Carolina

The Wilmington and Raleigh Railroad was chartered in 1835, opening in 1840 from Wilmington, North Carolina north to Weldon, where the Petersburg Railroad continued to Petersburg, Virginia. The name was changed in 1855 to the Wilmington and Weldon Railroad.

The Wilmington and Manchester Railroad was chartered in 1846 and opened in 1853 from Wilmington west to Camden Crossing, South Carolina on the South Carolina Railroad's branch to Camden. After the American Civil War, the company was reorganized in 1870 as the Wilmington, Columbia and Augusta Railroad, opening an extension west to Columbia in 1873 but never reaching Augusta, Georgia.

In 1872 the Wilmington, Columbia and Augusta Railroad leased the Wilmington and Weldon Railroad, forming a continuous line through Wilmington, which was advertised as the Atlantic Coast Line. That lease was cancelled in 1878 due to the Wilmington, Columbia and Augusta's bankruptcy; that company was sold in 1879 and reorganized in 1880 under the same name.

Over the years, the Wilmington and Weldon bought many other lines. Most notable among those was the Wilson and Fayetteville Railroad, built as a cutoff from near Wilson to the Wilmington, Columbia and Augusta at Pee Dee, South Carolina. This was chartered in South Carolina as the Florence Railroad.

South Carolina


1885 map, when it was a loose system of affiliated lines

The Northeastern Railroad was chartered in 1851 and opened in 1856 from Charleston north to the Wilmington and Manchester Railroad at Florence. The Central Railroad, connecting this line at Lane northwest to the Wilmington, Columbia and Augusta Railroad at Sumter, was chartered in 1881 and opened in 1882. From opening it was leased by both railroads in connected to.

The Atlantic Coast Line Railroad of South Carolina was formed on July 18, 1898 as a consolidation of the Wilmington, Columbia and Augusta Railroad and Northeastern Railroad with several other lines:

• The Florence Railroad was chartered in 1882, continuing the Wilson and Fayetteville Railroad from the North Carolina state line south-southwest to the Wilmington, Columbia and Augusta at Pee Dee. This was part of a shorter route avoiding Wilmington, North Carolina.
• The Cheraw and Darlington Railroad was chartered in 1849 and opened in 1853, running from Florence north via Darlington to Cheraw. The Cheraw and Darlington acquired the Cheraw and Salisbury Railroad, an extension north to Wadesboro, North Carolina, in 1892.
• The Manchester and Augusta Railroad was chartered in 1875, and built a line from Sumter southwest to Denmark. On June 30, 1899, the ACL opened a continuation west-southwest to the Charleston and Western Carolina Railway at Robbins.

The Central Railroad stayed separate, leased but not merged.

Also involved in this was the Charleston, Sumter and Northern Railroad, a failed plan to build a main line from Charleston through Sumter into North Carolina. That company went bankrupt in 1892, and the bridge over the Santee River burned down. In 1895 the ACL bought and reorganized it as the Charleston and Northern Railroad to prevent it from being used by a competitor. The short Wilson and Summerton Railroad acquired a section south of Sumter, the Manchester and Augusta Railroad obtained the southernmost section (cut from the rest by the burned bridge) and the line from Sumter northeast to Darlington, extending the M&A's line to Darlington, and the Cheraw and Darlington Railroad was assigned the rest of the line, from Darlington north to Gibson, North Carolina. All but the Wilson and Summerton became part of the ACL in 1898. That company was renamed to the Northwestern Railroad in 1899, and with help from the ACL built an extension northwest from Sumter to Camden, opened in 1901.

In August 1899 the ACL acquired a half interest in the Georgia Railroad and Banking Company, fully owned by the Louisville and Nashville Railroad since 1898. This gave the ACL access to Atlanta and Macon, Georgia via the former Manchester and Augusta Railroad and the Georgia Railroad.

By 1899 the ACL also owned the Charleston and Western Carolina Railway, running from Port Royal, South Carolina at the south orner of the state northwest into the northwest part of the state, with lines ending at Anderson, Greenville and Spartanburg.

Virginia

The Petersburg Railroad was chartered in 1830 and opened in 1833, running from Petersburg, Virginia south to Garysburg, North Carolina, from which it ran to Weldon via trackage rights over the Seaboard and Roanoke Railroad (later eliminated with a new alignment). The Richmond and Petersburg Railroad was chartered in 1836 and opened in 1838, continuing north from Petersburg to Richmond.

In March 1898, the Petersburg Railroad was merged into the Richmond and Petersburg, which was renamed to the Atlantic Coast Line Railroad of Virginia on November 21.

The Norfolk and Carolina Railroad was chartered in 1887 as the Chowan and Southern Railroad and renamed in 1889, opening in 1890 as a connection from the Wilmington and Weldon Railroad's branch to Tarboro, North Carolina northeast to Pinner's Point, Virginia, serving the Hampton Roads area.

Florida and Georgia

The Plant System was a system of railroads and steamboats in the U.S. South, founded by Florida's west coast developer Henry B. Plant. After his death in 1899, the Plant system was taken over by the Atlantic Coast Line Railroad in 1902. The original line of the system, named after its owner, Henry Plant, was the Savannah, Florida and Western Railway, running across southern Georgia.

forming the ACL by mergers and later history


1914 map of the lines through Florida

The Atlantic Coast Line Railroad was formed on April 21, 1900 as a merger of the two companies in Virginia and South Carolina, as well as the Wilmington and Weldon Railroad and Norfolk and Carolina Railroad.

In 1902 the ACL acquired the massive Plant System, stretching from Charleston, South Carolina southwest via Savannah, Georgia to Waycross, with lines branching out from there to Albany, Georgia, Montgomery, Alabama, and many points in Florida (including the main line to Tampa). The Jacksonville and Southwestern Railroad was bought July 28, 1904, running from Jacksonville, Florida southwest to Newberry. Around this time, the ACL built a new line from High Springs south to Juliette, Florida, connecting two Plant System lines and forming a shortcut around Gainesville down the west side of Florida.

The ACL bought the large Louisville and Nashville Railroad system on November 1, 1902, but kept operations separate for its entire life.

A short branch from Climax, Georgia south to Amsterdam opened in 1903.

The ACL bought the Conway Coast and Western Railroad on July 1, 1912, giving it access to Myrtle Beach, South Carolina.

On October 15, 1913, the ACL acquired the Sanford and Everglades Railroad, a short line near Sanford, Florida.

The Florida Central Railroad, bought February 27, 1915, provided a spur to Fanlew, Florida.

In July 1922 the ACL acquired the Rockingham Railroad, extending the former Charleston, Sumter and Northern Railroad from Gibson, North Carolina to Rockingham.

Also in 1922 the ACL leased the Virginia and Carolina Southern Railroad, running from Fayetteville, North Carolina south to Lumberton with a spur to Elizabethtown.

The ACL acquired the Moore Haven and Clewiston Railway on July 1, 1925, and the Deep Lake Railroad, a short line from the Gulf of Mexico port of Everglades City north to Deep Lake, Florida, on December 8, 1928. These formed short parts of a new line from the main line at Haines City south to Everglades City, with a branch to Lake Harbor on Lake Okeechobee via Moore Haven and Clewiston.

Also in 1925, the ACL leased the Fort Myers Southern Railroad, which continued the line of the Florida Southern Railroad south from Fort Myers to Marco. That same year, the Tampa Southern Railroad was leased, running from Uceta Yard in eastern Tampa south via Sarasota to the Florida Southern at Fort Ogden.

In 1926 the ACL acquired the Columbia, Newberry and Laurens Railroad, running from the end of the old Wilmington, Columbia and Augusta Railroad at Columbia, South Carolina northwest to Laurens.

The ACL incorporated the Atlanta, Birmingham and Coast Railroad on November 22, 1926 as a reorganization of the Atlantic, Birmingham and Atlantic Railway. This gave the ACL lines from Waycross to Atlanta, Georgia and Birmingham, Alabama, with a branch east to Brunswick

On May 1, 1927 the ACL leased the Washington and Vandemere Railroad, extending the old Wilmington and Weldon Railroad branch to Washington southeast to Vandemere.

In 1928 the Perry Cutoff was finished, providing a new shortcut from Thomasville, Georgia via Perry, Florida to Dunnellon, Florida, with a branch to Newberry, Florida. Additionally, the old Tampa and Thonotosassa Railroad line was extended northeast from Thonotosassa to Vitis, providing a shortcut between Tampa and the newly-important west Florida line.

The ACL acquired the East Carolina Railway at some point, running south from Tarboro to Hookerton.

Seaboard Coast Line, CSX Transportation

On July 1, 1967 the ACL merged with the Seaboard Air Line Railroad, its longtime rival, to form the Seaboard Coast Line Railroad.

CSX Transportation was formed on July 1, 1986 as a renaming of the Seaboard System Railroad, which had absorbed the former Atlantic Coast Line Railroad, Louisville and Nashville Railroad and Seaboard Air Line Railroad, as well as several smaller subsidiaries. On August 31, 1987 the Chesapeake and Ohio Railway, which had absorbed the Baltimore and Ohio Railroad April 30 of that year, merged into CSX. The merger had been started in 1980 with the merger of Chessie System and Seaboard Coast Line Industries to form the CSX Corporation.

Station listing

For stations on the main line (now CSX's "A" line), see the following articles:

• Richmond and Petersburg Railroad, Richmond, Virginia to Petersburg, Virginia
• Petersburg Railroad, Petersburg to Weldon, North Carolina
• Wilmington and Weldon Railroad, Weldon to Wilson, North Carolina
• Wilson and Fayetteville Railroad, Wilson to North Carolina/South Carolina state line
• Florence Railroad, state line to Pee Dee, South Carolina
• Wilmington and Manchester Railroad, Pee Dee to Florence, South Carolina
• Northeastern Railroad, Florence to Charleston, South Carolina
• Plant System railroads:
o Ashley River Railroad, around Charleston
o Charleston and Savannah Railroad, Charleston to Savannah, Georgia
o Atlantic and Gulf Railroad, Savannah to Jesup, Georgia
o Folkston Cutoff, Jesup to Folkston, Georgia
o Waycross and Florida Railroad, Folkston to Georgia/Florida state line
o East Florida Railroad, state line to Jacksonville, Florida
o Jacksonville, Tampa and Key West Railway, Jacksonville to Sanford, Florida
o South Florida Railroad, Sanford to Tampa, Florida

References

• Railroad History Database
• Confederate Railroads
• St. Paul to Camden, Summerton to Wilson - North Western of SC

End of Part I of II


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

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

Enjoy!

Tom [4:-)] [oX)]

[passengerfan]

LOUISVILLE
&
NASHVILLE
/
NASHVILLE
CHATTANOOGA
&
ST. LOUIS
Streamlined Observations
by Al

The L&N owned a total of five streamlined Observations.
The first of these was rebuilt from a heavyweight coach in the NC&STL Nashville shops in April 1947. This car along with five other heavyweight cars rebuilt to streamlined cars became the CITY OF MEMPHIS operating between Nashville and Memphis round trip daily. This streamlined steam powered train was one of the last streamlined steam powered trains to enter service. The 1103 as the Observation was numbered featured 48 coach seats in he forward part of the car a Bar and 21 seat Lounge Observation. This round end Observation was also one of the last of this type built. The schedule of the CITY OF MEMPHIS called for five hours between terminal cities in either direction.
The NC&STL was merged into the L&N in 1957 and in 1958 the CITY OF MEMPHIS was discontinued. In January 1963 the L&N renumbered the 1103 to 2599, the car was retired three years later in 1966.

48 REVENUE SEAT COACH BAR 21 SEAT LOUNGE OBSERVATION (Round) Rebuilt by NC&STL Nashville hops from heavyweight coach originally a Pullman Parlor car in April 1947. Rebuilt and streamlined for the CITY OF MEMPHIS)

1103

The two new lightweight streamlined Observations delivered to the L&N in March 1950 were for the Southern Railway CRESCENT, which operated over the L&N for part of its trip to New Orleans from New York. These Pullman Standard built cars were part of an order for eight to be assigned to the CRESCENT and ROYAL PALM. Each of these Observations was a 5 Double Bedroom Buffet 24 seat High Windowed Lounge Observation. The two L&N owned Observations were numbered and named 3300 ROYAL CANAL and 3301 ROYAL STREET.

5 DOUBLE BEDROOM BUFFET 24 SEAT HIGH WINDOWED LOUNGE OBSERVATIONS Pullman Standard March 1950 Plan: 4162 Lot: 6814 (Built for and assigned to CRESCENT)

3300 ROYAL CANAL

3301 ROYAL STREET

The L&N briefly owned two ex C&EI streamlined Observations after that road merged into the L&N in June 1969. Observations 472 and 474 spent most of their brief L&N careers in storage before being retired and sold for scrap in August 1969.

TTFN Al

[siberianmo]

G'day!

Time out of this U.S. holiday for some trains . . .

L&N locomotives (courtesy: L&N Historical Society)



Let us never forget the sacrifices made by our military in defense of the values many of us cherish and others may take for granted.

Tom[4:-)] [oX)]
Active duty veteran: 1956-1988

[passengerfan]

LOUISVILLE
&
NASHVILLE

NASHVILLE
CHATTANOOGA
&
ST. LOUIS
Streamlined Head End Cars
by Al

The first streamlined head end car to appear on these two roads was the Baggage 30’ Railway Post Office car 1040 of the NC&STL. This car was originally a heavyweight Pullman Parlor car named HAWSTONE. In the opening days of WW II a large number of these cars were sold to Railroads for conversion to Coaches. The NC&STL purchased a number of these cars in June 1941 and converted them to coaches. The HAWSTONE was rebuilt to a 72 seat Coach and numbered 733. In April 1947 six of these 700 series Coaches were streamlined and converted into the six car CITY OF MEMPHIS streamliner operating a round trip service daily between Nashville and Memphis. The 733 was rebuilt to the 1040 at that time becoming the CITY OF MEMPHIS head end car a Baggage 30' Railway Post Office Car.
The L&N purchased no streamlined head end cars for any of there own trains but did purchase four for operation in the Southern Railways CRESCENT operating between New York and New Orleans daily. Since the CRESCENT operated over L&N trackage part of its run into New Orleans they owned several cars in this trains consists. In November – December 1949 the L&N received two Baggage 60’ Railway Post Office cars 1120 and 1121 for CRESCENT service. The two cars operated in the CRESCENT initially between Washington and New Orleans only although some evidence suggests they operated all the way to New York. But not as working RPO cars north of Washington. The other two head end cars owned by the L&N for CRESCENT service were a pair of Baggage 22 Crew Dormitory Cars 1598 and 1599. The 1598 was built by American Car & Foundry and the 1599 was delivered by Pullman Standard both in June 1950.

BAGGAGE 60’ RAILWAY POST OFFICE CARS November – December 1949 (Built for and assigned to CRESCENT)

1120, 1121

BAGGAGE 22 CREW DORMITORY CAR American Car & Foundry June 1950 (Built for and assigned to CRESCENT)

1598

BAGGAGE 22 CREW DORMITORY CAR Pullman Standard June 1950 (Built for and assigned to CRESCENT)

1599

TTFN Al

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #29


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

Louisville & Nashville (L&N)


Headquarters: Louisville, KY

Mileage in 1950: 4,779

Locomotives in 1963:

Diesel: 732

Rolling stock in 1963:

Freight cars: 59,077
Passenger cars: 483

Principal lines in 1950:

Cincinnati-New Orleans via Louisville, Nashville, Lewisborg, TN & Birmingham
Nashville-St. Louis via Evansville, IN
Louisville-Evansville
Memphis Junction, KY (Bowling Green)-Memphis
Cincinnati-Atlanta via Knoxville, TN & Cartersville, GA
Flomaton, AL-Chattahoochie, FL
Anchorage-Hazard, KY via Lexington
Corbin-Baxter, KY
Lebanon Junction-Sinks, KY

Passenger trains of note:

Azalean (New York-New Orleans via Montgomery; joint with PRR, SR and Atlanta & West Point.
Crescent (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP.
Dixie Flagler (Chicago-Miami via Evansville, Nashville & Atlanta)
Dixie Flyer (Chicago-Florida via Evansville, Nashville & Atlanta)
Dixieland (Chicago-Miami via Louisville, Nashville & Montgomery)
Flamingo (Cincinnati-Jacksonville via Corbin, KY)
Georgian (Chicago & St. Louis-Atlanta)
Gulf Wind (New Orleans-Jacksonville; joint with ACL)
Humming Bird (Chicago & St. Louis & Cincinnati-New Orleans & Memphis; joint with Chicago & Eastern Illinois)
Pan-American (Cincinnati-Memphis & New Orleans)
Piedmont Limited (New York-New Orleans via Montgomery; joint with PRR, SR and A&WP)
Southland (Detroit-Florida via Louisville & Corbin)
South Wind (Chicago-Miami via Louisville, Nashville & Montgomery)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Okay, okay - this is 'it' for awhile . . .

BAR F3A #42 (1947) (foto: Larry Goss)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Good grief, isn't anyone awake yet[?] [swg]

BAR #4971 leading the pack (1980) (foto: Larry Goss)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

How about 'nother one[?]

BAR F3A #47 (1962) (foto: Larry Goss)


Later! [tup]


Tom [4:-)] [oX)]

[siberianmo]

G'day!

Another lonely Sunday . . .

Check this out!

BAR F3A #44 at Mosquito Mtn (foto: Larry Goss)



Later! [tup]

Tom[4:-)][oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSSENGER RR FALLEN FLAG #28


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

Bangor & Aroostook (BAR)


Headquarters: Bangor, ME

Mileage:

1950: 616
2000: 433

Locomotives in 1963:

Diesels: 46

Rolling stock in 1963:

Freight cars: 4,646 – Passenger cars: 2

Principal lines in 1950 (all in Maine):

Searsport-Derby-Fort Kent
Brownville-Brownville Jct.
Northern Maine Jct.-Bangor
Derby-Greenville
Old Town-South Lagrange
South Lagrange-West Seboois
Oakfield-Phair-Presque Isle-Van Buren
Van Buren-St. Francis
Squa Pan-Stockholm
Mapleton-Presque Isle
Caribou-Limestone
Phair-Fort Fairfield

Passenger Trains of note:

Aroostock Flyer (Bangor-Van Buren via Houlton and Presque Isle, with through cars from Boston via Northern Maine Jct.)
Potatoland Special (Bangor-Van Buren via Houlton and Presque Isle, with through cars from Boston via Northern Maine Jct.)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'Nite!

Thanx for the participation today, Al [tup] [tup] New Haven is one of my all-time favorites! [swg]


A note to the anonymous "contributors" on this Thread:

I normally do not respond to anyone who doesn't have a "profile" or an E-mail address - exceptions of course as appropriate to the Post(s) concerned.

All material Posted by me contains references where possible. The "Fallen Flag" series of Posts are from written works, cited therein. They are "period pieces" and are in no way designed to be all-inclusive. For example, name trains running during a given period are not the only trains that particular railroad operated - just the more notable for the times shown. Further, some name trains were jointly operated by a host of railroads, which may or may not be shown in the offerings - a choice of the book's author.

Constructive criticism is always welcome as are points of order submitted in a civil manner - backed up by reference(s) of course.


Tom[4:-)] [oX)]

[passengerfan]

NEW YORK
NEW HAVEN
&
HARTFORD
Streamlined Observations
by Al

The NYNH&H owned but two lightweight streamlined Observations. Both were built by Pullman Standard at the old Osgood Bradley plant in Worcester, Mass. to the postwar American Flyer design that featured fluted stainless steel side panels. These were the only two lightweight streamlined Observations ever built in this plant. The two New Haven cars were numbered and named 475 WATCH HILL and 476 BUNKER HILL. The two cars delivered in June 1949 featured interiors with 36 seat Tavern Lounge Bar 28 seat Lounge Observation. The two cars were constructed for the only all parlor streamlined trains in the U.S. the MERCHANTS LIMITED between Boston and New York. Shortly after the two Observations entered service the MERCHANTS LIMITED added coaches. The two Observations were withdrawn from the MERCHANTS LIMITED in April 1954 and were modified for mid train use with an adapter fitted to the Observation end and diaphragm installed. Thereafter the two Observations operated as Tavern Lounge cars in Commuter service.
Both cars were transferred to the Penn Central in the merger and continued in Commuter service.

36 SEAT TAVERN LOUNGE BAR 28 SEAT LOUNGE OBSERVATIONS (Swallow - Tailed) Pullman Standard June 1949 (Built for and assigned to MERCHANTS LIMITED)

475 WATCH HILL

476 BUNKER HILL

TTFN Al

[Anonymous]

I believe the Boston to Halifax Gull was operated by Canadian Pacific from Calais to St. John and Canadian National from St. John to Halifax, not CN all the way as Siberianmo indicated.

Another notable Maine Central train was the East Wind, a summer-only all coach train operated for a few summers before WWII and after WWII by PRR, NH, B&M, and MeC. It operated from Washington to Bangor and was noted for its canary-yellow and silver coaches.

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

G’day All!

PASSENGER TRAIN NOSTALGIA #18

Here’s something to enjoy regarding the RDC’s from Budd from a 1953 advertisement found in my personal collection.

40 RDC’S FOR THE PROGRESSIVE NEW HAVEN



If anybody should know how to carry passengers profitably it’s the New Haven. Nearly half its income is derived from this source in contrast with most railroads where freight is king.

This adds significance to the fact that the New Haven has become the largest purchaser of Budd RDC’s – stainless steel, self-propelled, rail diesel cars.

In the nearly three years RDC’s have been operating in this country and abroad they have compiled an impressive record. In performance, they have improved every schedule they were assigned to. In operation they have proved both reliable and economical – two RDC’s saved one railroad $600,000 in a year. In the comfortable, air-conditioned service they render, RDC’s have increased passenger patronage – one RDC, operating in a new service between Worcester and New London, picked up 944 passengers in its first week.

Both New England and the New Haven will benefit from expanded RDC operation.

The Budd Company, Philadelphia, Detroit, Gary

Budd
PIONEERS IN BETTER TRANSPORTATION


Enjoy! [tup]

Tom[4:-)][oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

NEW YORK
NEW HAVEN
&
HARTFORD
Streamlined Head End Cars
by Al

The NYNH&H better known as simply the New Haven served Connecticut, Rhode Island, and Massachusetts with service to New York City. The New Haven provided a large volume of passenger trains along their routes mostly connecting Boston with New York City.
One of the first streamline trains in the Northeast was the BESLER built by the New Haven from two old coaches. The streamlined two-car train was double ended with a shovelnose control cab at each end. A Besler steam power plant provided the power for the two-car train, the only application of this power in the US for passenger service. The first car contained a control cab followed by the Besler steam engine room which consumed 8’ of the car followed by a 12’ Baggage Compartment and the remainder of the car was occupied by 64 revenue Coach seats. This car was numbered 9210. The other car seated 88 and also had a shovelnose cab. Controls for the opposite end in car 9211 were pneumatic from the 9210 car.
The Besler provided a 317-mile service daily beginning each morning in Waterbury. The schedule was as follows : Waterbury – Bridgeport – Hartford- Bridgeport – Waterbury – Bridgeport – Waterbury – Bridgeport – Waterbury.
The New Haven purchased no other streamlined head end cars before WW II and after the war purchased 20 cars that had a small Baggage Compartment in combination with Parlor and Lounge seating. These twenty COUNTY class cars were built by Pullman Standard at the Worcester, Mass. plant and were built to the so-called postwar American Flyer design. All cars carried a name as well as number. Cars 200 MIDDLESEX COUNTY, 201 SUFFOLK COUNTY, 202 BRISTOL COUNTY, 203 DUKES COUNTY, 204 ESSEX COUNTY and 205 PLYMOUTH COUNTY contained a Baggage Room 2-Day Roomettes, 1 Drawing Room, Buffet and 31 Lounge seats. They were assigned to such trains as the Boston – New York – Washington PATRIOT, SENATOR and COLONIAL initially.

BAGGAGE 2-DAY ROOMETTE 1 DRAWING ROOM BUFFET 31 SEAT LOUNGE CARS Pullman Standard July – August 1948 (Built for and assigned to PATRIOT – SENATOR – COLONIAL)

200 MIDDLESEX COUNTY

201 SUFFOLK COUNTY

202 BRISTOL COUNTY

203 DUKES COUNTY

204 ESSEX COUNTY

205 PLYMOUTH COUNTY

The New Haven received two parlors numbered and named 206 PUTNAM and 207 NEW LONDON COUNTY at the same time that contained Baggage Compartment 1 Drawing Room 2 Day Roomettes Buffet 28 seat Lounges. These cars were built for assignment to the ADVANCE MERCHANTS LIMITED.

BAGGAGE 1 DRAWING ROOM 2 DAY ROOMETTES BUFFET 32 SEAT LOUNGE CARS Pullman Standard July – August 1948 (Built for and assigned to ADVANCE MERCHANTS LIMITED)

206 PUTNAM COUNTY

207 NEW LONDON COUNTY

Two similar cars with Baggage Room 1 Drawing Room 2 Day Roomettes Buffet and 28 Lounge seats were built at the same time for assignment to the MERCHANTS LIMITED. They were numbered and named 208 BERKSHIRE COUNTY and 209 KINGS COUNTY.

BAGGAGE 1 DRAWING ROOM 2 DAY ROOMETTES BUFFET 28 SEAT LOUNGE CARS Pullman Standard July – August 1948 (Built for and assigned to MERCHANTS LIMITED)

208 BERKSHIRE COUNTY

209 KINGS COUNTY

The remaining ten cars with Baggage Compartments turned out at that time were built with Baggage Compartment 2 Day Roomettes 1 Drawing Room Buffet 14 parlor Seats and 11 seat Lounge. They were numbered named 210 KENT COUNTY, 211 WASHINGTON COUNTY, 212 ULSTER COUNTY, 213 TOLLAND COUNTY, 214 FAIRFIELD COUNTY, 215 QUEENS COUNTY, 216 LITCHFIELD COUNTY, 217 WINDHAM COUNTY, 218 HAMPSHIRE COUNTY, and 219 BRONX COUNTY. These ten cars were assigned to the BAY STATE – MURRAY HILL – YANKEE CLIPPER – GILT EDGE – PURITAN and 42ND STREET to name but a few of their assignments.

BAGGAGE 2-DAY ROOMETTE 1 DRAWING ROOM BUFFET 14 SEAT PARLOR 11 SEAT LOUNGE CARS Pullman Standard July – August 1948 (Built for and assigned to various New York – Boston trains)

210 KENT COUNTY

211 WASHINGTON COUNTY

212 ULSTER COUNTY

213 TOLLAND COUNTY

214 FAIRFIELD COUNTY

215 QUEENS COUNTY

216 LITCHFIELD COUNTY

217 WINDHAM COUNTY

218 HAMPSHIRE COUNTY

219 BRONX COUNTY

In February 1953 the New Haven returned 206 PUTNAM COUNTY and 207 NEW LONDON COUNTY to Worcester where they were originally built to be remodeled. The remodeling removed the Baggage Compartment from these cars and replaced them with two more Day Drawing Rooms that could be opened ensuite if needed. These two cars could then be used mid train or anywhere else in consists after the Baggage Compartments were removed.
In October 1953 the New Haven returned four additional parlor cars to Pullman Standard Worcester to have the Baggage Rooms replaced by two-Day Drawing Rooms. These cars were 204 ESSEX COUNTY, 205 PLYMOUTH COUNTY, 208 BERKSHIRE COUNTY and 209 KINGS COUNTY.

For the New Havens Electrified commuter territory operated between New York and New Haven the road purchased a large number of MU cars. Seven of the Electric MU cars were built with Baggage Compartments and coach seating for 70. They were delivered by Pullman Standard in June – July 1954 numbered 4670 – 4676.

MU ELECTRIC BAGGAGE 70 REVENUE SEAT COACH COMBINATIONS Pullman Standard June – July 1954 (Built for and assigned to New York – New Haven trains)

4670 – 4676

TTFN AL

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #27


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

New York, New Haven & Hartford (NYNH&H) (NH)


Headquarters: New Haven, CT

Mileage in 1950: 1,800

Locomotives in 1963:

Diesel: 381 – Electric: 22

Rolling stock in 1963:

Freight cars: 6,925 – Passenger cars: 1,055 (including self-propelled)

Principal routes in 1950:

New York City (Grand Central)-New Haven-New London, CT-Providence, RI-Boston, MA
New York City (Pennsylvania Station)-New Rochelle, NY
New Haven-Hartford, CT-Springfield, MA
New Haven-Middletown-Putnam, CT-Boston (Readville)
New Haven-Northhampton & Holyoke, MA
Devon-Winsted, CT
Waterbury-Hartford-Plainfield, CT-Providence
Providence (Valley Falls)-Worcester, MA
Norwalk, CT-Pittsfield & Station Line, MA
Derby, CT-Campbell Hall & Beacon, NY
New London-Worcester
New Bedford & Fall River-Framingham-Lowell & Fitchburg, MA
Boston-Brocton-Provincetown & Hyannis & Woods Hole, MA
Attleboro-Taunton-Middleboro, MA
South Braintree-Plymouth, MA

Passenger trains of note:

NEW YORK-BOSTON
Bay State – Bostonian - Commander – Forty Second Street – Gilt Edge –
Hell Gate Express – Merchants Limited – Murray Hill – Narragansett –
New Yorker – Owl – Puritan – Roger Williams – Shoreliner – Yankee Clipper

BOSTON-PHILADELPHIA-WASHINGTON
(operated by PRR west of NYC (Penn Station)
Colonial – Federal – Patriot – Pilgrim – Quaker – Senator – William Penn

OTHER RUNS
Bankers (New York-Springfield)
Berkshires (New York-Pittsfield)
Connecticut Yankee (New York-Springfield)
Day Cape Codder (New York-Hyannis & Woods Hole
Day White Mountain (New York-Berlin, NH; operated by B&M north of Springfield)
Montrealer (New York-to-Montreal, operated by B&M, CV & CN north of Springfield)
Nathan Hale (New York-Springfield)
Naugatuck (New York-Winsted)
Night Cap (New York-Stamford, CT
State of Maine (New York-Portland, ME via Providence & Worcester; B&M beyond
Washingtonian (Montreal-to-Washington counterpart to Montrealer


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

A finale MEC Pix . . .


Maine Central (MEC) F3A #672 - Bangor, Maine
(foto: Larry Goss)


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

Some RDC Pix . . . .


B&M RDC-1



B&M RDC-2



B&M RDC-3


Note: foto credits unknown


Tom[4:-)] [oX)]

[passengerfan]

BOSTON
&
MAINE

MAINE
CENTRAL
Streamlined Coaches
by Al

The B&M/MeC introduced the Northeastern United States to their first streamlined train in February 1935. The new train delivered by Budd was nearly identical to the first Burlington ZEPHYR delivered in 1934 except the three car articulated streamlined train delivered to the B&M/MeC had no RPO Compartment. Instead the Power unit had a Control Cab – Engine Room – Baggage Room – Buffet and 24 revenue Coach seats. The center car that shared a common truck with both the Power Unit and the Observation was a 60-revenue seat Coach. The third articulated car had 32 revenue coach seats and a 20-seat lounge Observation. The train was simply numbered the 6000 and operated initially beginning April 1, 1935 a daily Boston-Portland-Bangor-Portland-Boston –Portland-Boston service named the FLYING YANKEE. In this daily operation the new train ran 730 miles daily. Over the years of operation the Budd built streamliner would wear the names of several trains in the Northeast. It would later operate between Boston and Bethlehem, New Hampshire as the MOUNTAINEER, between Boston and White River Junction, Vermont as the CHESHIRE, and later still as the MINUTE MAN between Boston and Troy, New York. Fortunately for rail historians and others the 6000 resides today in a New England Museum for all to see and enjoy, as this is written the train is being fully restored to operation before return to the museum.
The B&M purchased a large number of the so-called American Flyer cars before WW II both in Commuter Coach versions with high density seating capacity and in more conventional, coach seating arrangements. The first delivery of the 84-revenue seat Coaches arrived in March 1935 numbered 4585 – 4594. They were assigned to a General Passenger pool and could be found operating in just about any train leaving or arriving in Boston’s North Station. The cars would not necessarily be in the same consists together but were more likely to be found mixed in with older heavyweight cars.

84 REVENUE SEAT COACHES Pullman Standard (Osgood / Bradley) March 1935 (Built for and assigned to General Service)

4585 – 4594

Later that same year the B&M received twenty-one 98 seat Commuter coaches built to the same American Flyer design, but more than just commuter cars during periods when the cars were not serving commuters the cars could be found operating short distance regular runs returning to Boston in time for the evening rush hour.

98 REVENUE SEAT COMMUTER COACHES Pullman Standard (Osgood / Bradley) April – June 1935 (Built for and assigned to Commuter Services and short distance trains)

1200 – 1220

The B&M would return to Pullman Standard for an additional twenty 84-revenue seat American Flyer Coaches in 1937 numbers 4595 - 4614. Identical to the earlier cars they were assigned to the General Service Pool and even saw duty in Commuter trains.

84 REVENUE SEAT COACHES Pullman Standard (Osgood / Bradley) September – November 1937 (Built for and assigned to General Service)

4595 – 4614

The B&M and MeC purchased twelve cars each following WW II to equip the postwar FLYING YANKEE, KENNEBEC, and PINE TREE. Each road purchased two Baggage Coach Combinations, eight 56 revenue seat Coaches and two Restaurant Lounge Cars. All of these postwar cars were numbered and named.

BAGGAGE 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard June – September 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)

B&M

3800 PURPLE FINCH

3801 BLUE JAY

MeC

540 LUMBER KING

541 FOREST QUEEN

56 REVENUE SEAT COACHES Pullman Standard June – September 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)

B&M

4800 BOBOLINK

4801 ROBIN

4802 HUMMING BIRD

4803 BLACK BIRD

4804 BLUE BIRD

4805 ORIOLE

4806 CHICADEE

4807 SNOW BIRD

MeC

240 ALAMOOSOOK

241 WEBHANNET

242 KATAHDIN

243 PARMACHENEE

244 SAGDAHOC

245 ABENAKI

246 KINEO

247 PASSAMAQUODDY

24 SEAT RESTAURANT 18 SEAT LOUNGE CARS Pullman Standard June – September, 1947 (Built for and assigned to FLYING YANKEE – KENNEBEC – PINE TREE)


B&M

70 BALD EAGLE

71 HERMIT THRUSH

MeC

15 MERRYMEETING

16 ARUNDEL

The B&M would purchase a set of Talgo cars and a pair of power units one located at each end for Boston – Bangor service but like other Railroads that operated this or similar equipment it was retired in quick order after there January, 1958 delivery.
The postwar cars of B&M and MeC for use in the FLYING YANKEE, KENNEBEC, and PINE TREE were all retired and sold to other Railroads by 1960. The B&M became the largest operator of Budd Rail Diesel cars purchasing all models of the cars except the RDC –4. The B&M was the only purchaser of the single engine RDC-9 model from Budd. Since two excellent books have been written on the RDC in recent years and it is not the scope of this book to cover the RDC we will list the types and road numbers only of the Budd Rail Diesel Cars purchased by the B&M.

RDC-1

6100 – 6155

RDC-2

6201 – 6214

RDC-3

6300 – 6306

RDC-9

6900 – 6929

TTFN Al

[siberianmo]

G'day!

Found some Pix for the MEC . . . here's one!

Maine Central (MEC) E7 #708 mail train - Bangor, Maine
(foto: Larry Goss)


Later! [tup]

Tom[4:-)][oX)]

[siberianmo]

G'day!

Al B&M "works" quite well with MEC - good job! [tup]

Art Anything you wi***o come up with will be just fine 'round this Thread - I'm going to be away for about 8 to 10 days beginning next Tuesday . . . so have at it! [tup]

We have so many "themes" over at the bar that we use this Thread as a "relief valve" - kinda a "2nd Chance" thing. Permits the guys who put so much effort into their Posts to at least get a bit of "credit" for the hard work. Also, we are trying our best to attract new guys for our bar . . .

Later! [tup]

Tom[4:-)] [oX)]

[artpeterson]

Well, Al's helped me before on ID'ing specific cars or number series at a given time in the life of a particular car, so I've come to appreciate his input immensely.

Give me a heads-up about what upcoming themes of the day will be and I'll see what I can do about getting a few more JPGs done to supplement your coverage.

I know you've touched on BR and SNCF, etc. What's the feeling about the Pullman-built streamlined cars for the Paulista? As for the Paulista's "Little Joes," have only one dupe of one of them near the end of its operating life, but do have originals of their electrics modeled on the NH locos. Let me know if this would be of interest, and I can post some scans next week.

[passengerfan]

Since all of my streamlined car chapters combine the B&M and MEC guess I'll just have to post it that way.

BOSTON
&
MAINE

MAINE
CENTRAL
Streamlined Head End Cars
by Al.

These two railroads operated many trains jointly so it was no surprise when New England’s first streamlined train to enter service was a joint venture of these two railroads. The three car articulated streamliner numbered 6000 arrived from the Budd Company in February 1935 and was almost identical to the Burlington’s PIONEER ZEPHYR. The articulated Shovel nosed Cab unit contained besides the Engineers Cab Baggage Room Buffet and 28 Coach seats. The three car streamlined train operated initially as the FLYING YANKEE and later served as the MOUNTAINEER, CHESHIRE as well as other schedules. The train set today is residing in a museum where it is undergoing restoration as this is written.

ARTICULATED SHOVELNOSE CAB BAGGAGE BUFFET 28 REVENUE SEAT COACH Budd Company February 1935 (Built for and assigned to FLYING YANKEE the name it carried)

6000

Both the B&M and MeC jointly purchased a total of 24 streamlined passenger cars for delivery between June and September 1947. These Pullman Standard built cars were identical for each road with each road owning 12 cars. There were four baggage 44 revenue seat Coach combinations, sixteen 56 revenue seat coaches and four restaurant lounge cars. The two B&M Baggage 44-revenue seat Coaches were numbered and named 3800 PURPLE FINCH and 3801 BLUE JAY. The two MeC cars were 540 LUMBER KING and 541 FOREST QUEEN. These cars lasted but a few years and were sold to other roads during the 1950’s.

BAGGAGE 44-REVENUE SEAT COACH COMBINATIONS Pullman Standard June-September 1947 (Built for and assigned to PINE TREE, FLYING YANKEE, KENNEBEC and general service)

B&M

3800 PURPLE FINCH

3801 BLUE JAY

MeC

540 LUMBER KING

541 FOREST QUEEN

TTFN Al

[siberianmo]

G'day!

Check this out . . . .



1923 map of the Maine Central


Later! [tup]

Tom[4:-)] [oX)]

[siberianmo]

G'day!

So, Art you've found out first-hand that our "resident expert at the bar," 20 Fingers Al can and does provide some excellent results from his research efforts! [tup]

Nice shot of the ACL car #1058. Now that you're a PhotoBucket kinda guy - give us more! [swg]

I expect that we won't see too much on the Maine Central - but it was just the next one "up" on my exhaustive list . . . [swg]

Catch y'all later!

Tom[4:-)] [oX)]

[artpeterson]

Hi -


Sorry to stray away from the topic of the day [again], but don't have any MEC scanned as JPGs right now. Here's another ACL shot by WB Cox, this time at Orlando in October 1954. Enjoy!

[artpeterson]

Hi Al -

Thanks for the ID on the ACL train, very much appreciated!

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #26

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

Maine Central (MEC)


Headquarters: Portland, ME

Mileage 1950: 981

Locomotives in 1950:

Steam: 74 - Diesel: 57

Rolling stock in 1963:

Freight cars: 4,593 – Passenger cars: 42

Principal routes in 1950 (all within Maine, other than noted):

South Portland-Bangor
Bangor-Vanceboro
Bangor-Bucksport
Bangor-Calais & Eastport
Brunswick-Rockland
Portland-St. Johnsbury, VT
Quebec Jct., NH-Beecher Falls, VT
Lees Jct.-Farmington & Rumford
Newport Jct.-Dover-Foxcroft

Passenger trains of note:

Bar Harbor Express (Washington, DC-Ellsworth, ME)
Down Easter (New York-Waterville & Rockland, ME)
Flying Yankee (Boston-Bangor)
Gull (Boston-Halifax, NS)
Katahdin (Boston-Bngor)
Kennnebec (Boston-Bangor
Mountaineer (Boston-Littleton, NH)
Penobscot (Boston-Bangor)
Pine Tree (Boston-Bangor)
Skipper (Boston-Bangor)

Note: B&M handled trains west of Portland to Boston. CN handled trains east of Calais, ME to Halifax,NS. The Mountaineer was a B&M train handled by MEC between Intervale & Whitefield, NH.


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[passengerfan]

Tom Fine Picture of the Empire Builder with that magnificent P2 Mountain up front. Note the two streamlined cars in the consist these were Pullman Standard built in 1937 and seated 58 in reclining seats. They were numbered 938 - 949 and rode on six wheel trucks. They had riveted sides and were probably swmi-streamlined due to this fact. Postwar they were painted in the Orange and green scheme and assigned to the Gopher, Badger, and Cascadian trains. These deluxe coaches were ideal for passengers travelling between Seattle /Portland and Chicago. They were better than what was being offered by the North Coast Limited, or Olympian. The once weekly City of Portland operting from the Rose city probably offered as nice a coach seating but it was once weekly at the time.

TTFN Al