A Classic REAL Trains 'n Traction FOTO site!

[trolleyboy]

Morning gents,loks as though mister Al is in fine form this morning [tup] good stuff. [tup]Here's some Classic CN passenger power for you this morning.

enjoy Rob



Shot in the 70's on excusion service,in Niagara Falls On. 6060 is still running excursion trains out calgary way.

[passengerfan]

A second SP installment for Lars and Tom.

Southern
Pacific
(SP)
Streaml;ined Dome Cars
by Al

The Southern Pacific offered some of the finest scenery in the western United States, yet was one of the most reluctant to offer domes.
Since the California Zephyr had entered service in 1949 it was often forced by track closures due to slides in the Feather River to detour over Donner Pass on the SP. This was particular true during the winter and spring. The SP would not permit the detouring train’s passengers from enjoying the scenery from the domes on those occasions as the SP was concerned about the tunnels and snow sheds over Donner doing damage to the domes. All passengers of the detouring VISTA-DOME CALIFORNIA ZEPHYRS were required to remain on the main level of the dome cars while operating on the SP.
Finally the SP reluctantly looked at domes but all existing domes from the car manufacturers were thought to be too high for the Sierra crossing.
Instead the SP chose to rebuild older lightweight streamlined cars into ¾ length domes in the roads own Sacramento shops.
The first car selected for conversion was the 2950 the first lightweight streamlined Parlor Observation built in 1937 for one of the DAYLIGHT consists. Unlike factory built domes the SP domes were not double deck cars but single deck cars with a platform built up for most of the area under the dome. This ¾ length dome covered more than just the elevated area it also covered the regular floor level lounge area of the car up to the bar.
The Dome level of the new car was five steps above the regular floor level. At the one end of the car passengers entered from the vestibule and immediately climbed the five steps to the dome level where the coach seating was located. At the other end passengers entered from the vestibule and walked around the bar and crew room located against the left side of the car then entered a lower level lounge area that seated twenty passengers. The cars dome covered this lower level lounge seating area. Passengers then climbed five steps to the upper level where an additional twenty-seat (16 in the first rebuilt dome 3600) lounge area was located. Only the 3600 operated with the crew room, thus the smaller passenger capacity. The 3600 was also only 81’ in length all other SP domes 3601 through 3606 were 84’ in length. Both of these lounge areas were served by the lower level bar located at the one end of the car. The remainder of the upper level seated thirty-eight (28 in car 3600) passengers at seats for two sixteen of these seats were angled to give passengers a better view of the passing scenery.
The SP Sacramento shops undertook a major rebuilding of this car as first the rounded observation end had to be rebuilt to a standard car end before any other work was undertaken. The SP chose to buy the dome area from Budd for this car and was the same as that company was building for the Santa Fe big domes only the height of the SP cars was lower, and the dome for the new SP car was only ten window sections long compared to the twelve of the AT&SF cars. Another difference being the SP cars offered more skyward viewing as they offered two panels of glass, one on the side the other forming part of the roof. All future SP Sacramento shop built domes provided twelve panels of glass in their length. The new SP dome car was numbered 3600 when completed by Sacramento shops July 21, 1954 in full daylight colors. This car was assigned to one of the SAN JOAQUIN DAYLIGHT consists.
On March 18, 1955 the second dome 3601 was completed by Sacramento shops rebuilt from the former T&NO parlor car 700. This car numbered 3601 was repainted in the yellow streamliner scheme of the SAN FRANCISCO OVERLAND. This car was rebuilt from lightweight Streamlined T&NO 700 a parlor car originally assigned to the SUNBEAM and HUSTLER between Dallas and Houston.
The 3602 rolled out of Sacramento shops March 31, 1955 for assignment to the SAN FRANCISCO OVERLAND. Sacramento shops rebuilt the 3602 from former SP Lunch Counter Tavern Lounge car 10311. Two additional domes 3603 and 3604 were rebuilt from former SP lunch counter-Tavern lounge car 10310 and SP parlor car 3000 respectively. The 3603 was completed by Sacramento shops April 22, 1955 and 3604 was completed April 29, 1955, in streamliner colors for assignment to the SAN FRANCISCO OVERLAND between Oakland and Ogden. The 3604 was painted in full daylight colors and assigned to the other SAN JOAQUIN DAYLIGHT consist.
The next dome car completed by Sacramento shops was 3605 rolled out May 16, 1955 in full daylight colors for assignment to one of the SHASTA DAYLIGHT consists. This car was rebuilt from SP Tavern Lounge car 10312.
The 3606 rebuilt from T&NO Dining Lounge Observation 950 and painted in daylight colors for assignment to the SHASTA DAYLIGHT was completed June 1, 1955. They replaced the Timberline tavern lounge cars in these trains. The 3605 and 3606 were completed with lounge type seating throughout both levels of the dome for 74-passengers.
The three cars originally assigned to the SAN FRANCISCO OVERLAND were reassigned to the CITY OF SAN FRANCISCO beginning September 25, 1960.
The former SHASTA DAYLIGHT domes were eventually assigned to the COAST DAYLIGHT and were serviced at Oakland as before by operating in the SAN JOAQUIN DAYLIGHTS from Los Angeles to Oakland when they were due for service. All other minor work was performed on the cars at Los Angeles or San Francisco if necessary.
The height of the SP domes was only 15’ 2” only 20” higher than standard height streamlined cars. Although due to their lower height they offered poor forward visibility, the cars otherwise were among the best of the domes. The railroad referred to the domes as terrace lounge cars in early company literature. But this name never caught on with the public who referred to the cars simply as domes.
A diesel generator and high capacity air conditioning equipment to cool the large expanse of the cars under glass occupied the space beneath the dome area of the SP domes. The SP repainted all seven of these dome cars silver with the red stripe in the 1960’s.
All seven cars were sold to Amtrak in 1971. For further details of these cars see the Amtrak chapter.

TTFN Al

[passengerfan]

I am forced to go away for a few days and find I have much catching up to do. Thx

SOUTHERN
PACIFIC

TEXAS
&
NEW ORLEANS
Streamlined Head End Cars
by Al

The Southern Pacific’s first streamlined head end cars were those two built for the first DAYLIGHTS inaugurated March 21, 1937 between San Francisco and Los Angeles. The first car in each of the consists was a Baggage News stand 44 revenue seat Coach numbered 3300 or 3301 they were delivered in February – March 1937 as were the remaining twenty-two cars for the two twelve car consists.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT OACH COMBINATIONS Pullman Standard February – March 1937 (Built for and assigned to DAYLIGHTS)

3300, 3301

The Southern Pacific subsidiary T&NO received two streamlined Baggage Cars as part of an order for 16 cars to equip two 8 car trains named the SUNBEAMS. The new SUNBEAMS painted in full DAYLIGHT colors but lettered for the T&NO entered scheduled service September 19, 1937 between Dallas and Houston daily. Heavyweight Baggage 30’ Railway Post Office cars were added for the soon inaugurated second daily Dallas – Houston train the HUSTLER using the same SUNBEAM cars operating daily between Dallas and Houston.

BAGGAGE CARS Pullman Standard August – September 1937 (Built for and assigned to SUNBEAMS)

650, 651

In December 1939 the Southern Pacific received two additional Baggage News Agents Stand 44 Revenue seat Coach combinations 3302 and 3303 from Pullman Standard as part of a large order for new cars for a new DAYLIGHT. The 3302 and 3303 were identical to the first cars of this type except for the fact they had Baggage elevators to raise the passengers luggage from train side into the cars. The new DAYLIGHTS were inaugurated on January 5, 1940 and became the MORNING DAYLIGHTS on March 40, 1940 when a second DAYLIGHT the NOON DAYLIGHT began operating. The NOON DAYLIGHTS used the older 3300 and 3301 from the first DAYLIGHT as their head end cars.

BAGGAGE NEWS AGENTS STAND 44 REVENUE SEAT COACH COMBINATIONS Pullman Standard December 1939 (Built for and assigned to DAYLIGHTS)

3302, 3303

The Southern Pacific Sacramento Shops were busy in 1941 streamlining and modernizing heavyweight head end cars for the next two Southern Pacific streamliners the LARK and the SAN JOAQUIN DAYLIGHTS. The first of the fully streamlined head end cars completed was three 70’ Baggage express cars 6083, 6084, and 6088. These were painted in the two tone Gray scheme of the LARK, since the 6084 and 6088 were the regularly assigned cars to the two LARK consists the 6083 was known as the protection car. At the same time in April 1941 the Sacramento shops streamlined two 60’ heavyweight Baggage cars squaring off the ends and fitting them with full width diaphragms. The two cars streamlined for LARK service were 4117 and 4118. A third car 4119 was held in reserve but was never streamlined only painted LARK colors. These six streamlined heavyweight head end cars for the new LARKS were completed by Sacramento Shops in April, 1941 even though the new streamlined LARKS were not inaugurated until July 10, 1941.
In June 1941 the Southern Pacific Sacramento shops were busy with 4 modernized cars for the new SAN JOAQUIN DAYLIGHTS. Each consist carried two modernized heavyweight head end cars painted in full DAYLIGHT colors. There were two Baggage Cars 6091 and 6092 and two heavyweight Baggage 30’ Railway Post Office Cars 5069 and 5070. The new SAN JOAQUIN DAYLIGHTS were inaugurated on July 4, 1941 between Oakland and Los Angeles by way of the San Joaquin Valley.
Following WW II the Southern Pacific joined the ranks of railroads awaiting new streamlined cars to equip the postwar streamlined trains needed to replace the well-worn heavyweight trains following the war.
In late 1945 the Government made a series of new American Car & Foundry built U.S. Army Hospital cars available as surplus to the railroads. These cars went to the Atlantic Coast Line, Alaska Railroad, Monon, and Southern Pacific. The Southern Pacific purchased five and rebuilt all five into streamlined Baggage 24 Crew Dormitory Cars and numbered them 3401 – 3405 in 1947 at their Sacramento shops. Two of the new Baggage 24 Crew Dormitory cars were assigned to the GOLDEN STATES between Chicago and Los Angeles numbers 3401 and 3405. These cars were painted in the GOLDEN STATE colors. The other three of these cars were painted in the two tone gray of the SP night trains and assigned to operate in the SAN FRANCISCO OVERLAND. These three cars were numbers 3402-3404.

BAGGAGE 25 CREW DORMITORY CARS

3401 originally U.S. Army Hospital car 89357

3402 originally U.S. Army Hospital Car 89891

3403 originally U.S. Army Hospital Car 89383

3404 originally U.S. Army Hospital Car 89385

3405 originally U.S. Army Hospital Car 89387

The first new Southern Pacific trains to enter service following the war were the new SHASTA DAYLIGHTS inaugurated July 10, 1949 between Portland, Oregon and Oakland, California with bus and ferry connections across the bay to San Francisco. For the new SHASTA DAYLIGHT the Southern Pacific chose smooth side steel cars without the fluted stainless steel panels attached to the smooth mild steel beneath as previous DAYLIGHT cars had been constructed. All cars were new except for the Observations, which had operated in the MORNING DAYLIGHTS. The SP ordered three Baggage 30’ Railway Post Office cars for the two consists numbers 5000 – 5002 with the 5002 held in reserve at Oakland as a spare. These cars rode on six wheel trucks and were readily recognizable as they had two baggage doors on each side besides the windows and small Railway Post Office door next to the mail crane.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard June 1949 (Built for and assigned to SHASTA DAYLIGHT)

5000 - 5002

The SP received four additional streamlined head end cars in 1949 from Pullman Standard two Baggage 60’ Railway Post Office Cars 5003 and 5004, and two Baggage 25 Crew Dormitory Cars 3100 and 3101. The 5003 and 5004 were assigned to the SAN FRANCISCO OVERLAND and painted in the two-tone gray scheme of the SP night trains. The 3100 was assigned to the GOLDEN STATES and painted in the new Red and Silver scheme of that train, while identical car 3101 was painted in the Streamliner colors of the Union Pacific for assignment to the CITY OF SAN FRANCISCO.

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard August 1949 (Built for and assigned to SAN FRANCISCO OVERLAND)

5003, 5004

BAGGAGE 25 CREW DORMITORY CARS Pullman Standard September 1949 (Built for and assigned to GOLDEN STATE and CITY OF SAN FRANCISCO)

3100, 3101

The SP inaugurated a pair of new overnight CASCADES between Oakland and Portland – Seattle on August 13, 1950. These Pullman Standard built all Pullman streamliners were painted in the two-tone gray of the OVERLAND and LARK. Each consist carried a Baggage Car and a Baggage 30’ Railway Post Office Car as their head end cars. The Baggage Cars were 6600 – 6602 with one of the cars being used as a spare. They were delivered by Pullman Standard in December, 1948 and were operated in the LARKS until the CASCADES were ready. The other two head end cars were 5000 and 5001 originally built and assigned to the SHASTA DAYLIGHTS. They were transferred to the CASCADES before the new train's inaugural and sent to Sacramento shops for repainting into the two-tone gray scheme before entering the new streamlined service.

BAGGAGE CARS Pullman Standard December 1948 (Built for and assigned to CASCADE)

6600 – 6602

The SP inaugurated Budd built stainless steel SUNSET LIMITEDS on August 20, 1950. The SUNSET LIMITED required five sets of equipment for daily operation and each train set operated with two head end cars for the entire distance between Los Angeles and New Orleans. The first car was a Baggage 30’ Railway Post Office Car that rode on six wheel trucks, like similar cars built for the SP by Pullman Standard these Budd built cars had two Baggage doors on each side as well as the Railway Post office Door and windows. These cars were originally numbered 5005 – 5010 when delivered in June 1950, note there were six of these cars one was purchased as a spare. They were transferred to the T&NO Railways books in 1951 except for 5005 and renumbered TN&O 221 – 225 at that time. In 1961 the cars became SP once more and reverted to their original SP numbers 5006 – 5010. The other head end cars carried by the SUNSET LIMITED was a Baggage 28 Crew Dormitory Car, these cars were numbered 3102 – 3106. Like the other head end cars they were transferred to T&NO ownership in 1951 and numbered T&NO 300 – 304. In 1961 they reverted back to their original SP numbers and ownership 3102 - 3106.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

5005 – 5010

BAGGAGE 28 CREW DORMITORY CARS Budd Company June 1950 (Built for and assigned to SUNSET LIMITED)

3102 – 3106

The SP received a number of prewar CITY OF SAN FRANCISCO cars when these cars and the other prewar CITY train equipment was divided between the UP, SP, and C&NW. One of the cars that became SP property was the Baggage 25 Crew Dormitory car SF-101 dating to December 1937. This car was transferred to SP ownership in November 1951 and continued in CITY OF SAN FRANCISCO service with the new SP number 3107.
The SP rebuilt the three CASCADE Baggage Cars 6600-6602 into Baggage 30’ Railway Post Office Cars at Sacramento shops as follows:

November 1951

5013 originally SP 6600

5012 originally SP 6601

September 1953

5011 originally SP 6602

In November 1954 T&NO Baggage car 650 was transferred to parent SP and renumbered second 6602. In October 1955 twin T&NO Baggage car 651 was transferred to parent SP and renumbered second 6601.
The SP transferred the two baggage cars back to T&NO ownership in September 1956 and their original T&NO numbers 650 and 651 were once again applied.
The Southern Pacific received 100 new modern Baggage Cars 6601 – 6700 from St. Louis Car Company between December 1959 and December 1960. These cars were only 66’ in length but fitted with diaphragms on the ends and were painted overall dark gray. The new Baggage Cars were assigned to General Service and all streamlined trains that required Baggage Cars except the CITY OF SAN FRANCISCO and SUNSET LIMITED operated these cars.

BAGGAGE CARS St. Louis Car Company December 1959 – December 1960 (Built for and assigned to General service)

6601 – 6700

In November 1961 T&NO Baggage Car 651 was once again transferred to parent SP and this time renumbered 6599.
In March 1962 the T&NO Baggage Car 650 was transferred to parent SP and renumbered 6598.
The SP received another 100 Baggage Cars between April and July 1962 numbered 6701 – 6800. These cars were built by Pacific Car & Foundry of Renton, Washington and resembled elongated boxcars more than standard streamlined baggage cars. At the same time these cars were being constructed at Pacific Car & Foundry new Boeing jetliners were rolling from their Renton plant just a few hundred feet away. Not all of the cars were fitted with diaphragms only those with a white star next to the baggage doors. They were painted the same dark gray as the previous baggage cars and once again were assigned to general service

BAGGAGE CARS Pacific Car & Foundry Company April – July 1962 (Built for and assigned to General Service)

6701 – 6800

One final order for head end cars came from Pullman Standard in December 1964 – January 1965. These seventeen cars were all Railway Post Office Cars with Baggage sections. Numbers 5020 – 5029 were 52’ Baggage 30’ Railway Post Office cars with double Baggage Doors on each side. These cars rode on six wheel trucks and were assigned to the CASCADE, and other trains. Car numbers 5030 – 5036 were 22’ Baggage 60’ Railway Post Office cars. These cars were assigned to the LARK and San Joaquin DAYLIGHT.

BAGGAGE 30’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to CASCADE, ARGONAUT and General Service)

5020 – 5029

BAGGAGE 60’ RAILWAY POST OFFICE CARS Pullman Standard December 1964 – January 1965 (Built for and assigned to LARK, SAN JOAQUIN DAYLIGHT, and General service)

5030 – 5036

TTFN Al

[siberianmo]

Good Morning!

[wow] Two fine shots from trolleyboy Rob! [tup][tup][tup] Another customer from the bar has found himself "attracted" to this lonely place! [swg]

Today's "Encore" is . . . .

ENCORE! ENCORE! ENCORE! ENCORE!Here’s another Fallen Flag for the gang from Classic American Railroads:

PASSENGER RR FALLEN FLAG #15

Baltimore & Ohio (B&O)

Headquarters: Baltimore, MD

Mileage in 1950: 10,000

Locomotives in 1963: Diesel: 491

Rolling stock in 1963: Freight cars – 59,152 Passenger cars – 654

Principal routes in 1950:

Jersey City, NJ (New York)-Baltimore, MD-Pittsburgh, PA-Chicago
Washington, DC-Point of Rocks, MD
Cumberland, MD-Cincinnati, OH-St. Louis, MO
Detroit, MI-Toledo, OH-Cincinnati
Hamilton, OH-Beardstown, IL
Pittsburgh-Buffalo & Rochester, NY
Akron-Cleveland, OH
Midland City, OH-Columbus, OH-Pittsburgh

Passenger trains of note:

Ambassador (Baltimore-Detroit)
Capitol Limited (Jersey City-Washington-Chicago)
Cincinnatian (Detroit-Cincinnati; later, Baltimore-Washington-Cincinnati)
Columbian (Washington-Chicago)
Diplomat (Jersey City-Washington-St. Louis)
Metropolitan Special (Washington-St. Louis)
National Limited (Jersey City-Washington-St. Louis)
Royal Blue (Jersey City-Washington)
Shenandoah (Jersey City-Washington-Chicago)


Enjoy! [tup]

Tom [4:-)] [oX)]

ENCORE! ENCORE! ENCORE! ENCORE!

[trolleyboy]

Okay Tom, one more for the road as it were. LOL This is another train into the Brantford station, just 10 minutes after the CBC speacial went through Toronto bound. Who says that VIA only runs elephant style on just the Canadian. Niotice it's a Budd train as well [tup][;)]



Rob

[trolleyboy]

Hey Tom, I has arrived [swg] figured that i might as well mossey over and set a spell here as well. You BK n Lars have bugged me about it often enough <grin> here's an actual passenger train shot for you. LOL



One of VIA's speacial paint jobs this ones been kicking around for a couple of years. done for CBC's 50th birthday in 2003. Shot is at Brantford station just last week.

Rob

[siberianmo]

G'day!

A finale for the Santa Fe!


ATSF Along Your Way (1945) (fair use)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Whoever's "out there," here's more on the ATSF . . . .

ATSF #5923 FP-45 (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Stickin' with the ATSF freights . . . . .


ATSF #3332 GP-35 (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Another ATSF freight . . . .


ATSF #943 Dash 8 (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

A bit of Santa Fe freight . . .


ATSF #9536 Kodachrome (courtesy: www.trainweb.com)



Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #14

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

Santa Fe (AT&SF)

Headquarters: Chicago, Il

Mileage:

1950: 13,074 including subsidiaries
1995: (prior to merger with Burlington Northern): 9,126

Locomotives in 1963: Diesel: 1,855

Rolling stock in 1963: Freight cars: 84,439 Passenger cars: 1,235

Principal routes in 1950:

Chicago-Los Angeles via Kansas City, MO. and La Junta, CO
Emporia, KS-Galveston, TX via Oklahoma City, OK & Ft. Worth & Houston, TX
Emporia, KS-Dalies, NM
Barstow-Richmond, CA
Temple-Farwell, TX
Denver-LaJunta, CO
Albuquerque, NM-El Paso, TX
Dallas-Presidio, TX
Kansas City-Tulsa

Passenger trains of note:

Super Chief I(Chicago-Los Angeles)
El Capitan (Chicago-Los Angeles)
The Chief (Chicago-Los Angeles
Grand Canyon (Chicago-Los Angeles
The Scout (Chicago-Los Angeles)
San Francisco Chief (Chicago-San Francisco, CA)
Texas Chief (Chicago-Houston)
San Diegan (Los Angeles-San Diego
Tulsan (Kansas City-Tulsa)
Chicagoan (Dallas-Kansas City-Chicago)
Golden Gate (Los Angeles-San Francisco)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Last one for the day - this time an advertisement:

PASSENGER TRAIN NOSTALGIA #27

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



Something new for veteran travelers
THROUGH SEPT. 29TH

. . . . . . . . . . . . . . . NEW YORK CENTRAL RAILROAD . . . . . . . . . . . . . . . .

For a limited time only
AEROTRAIN CLEVELAND-CHICAGO

This much-talked about, lightweight train offers a new experience in travel – provides fast, conveniently scheduled coach service between Cleveland and Chicago . . . with many attractive New York Central features.

* Hostess service
* Seat service for light meals from a rolling buffet
* Separate bar car
* Air cooled
* Reclining contour seats

. . . . . . . . . . . . . . . . . . . . (Standard Time) . . . . . . . . . . . . . . . . .
Train #201 – Lv. Cleveland 6:35 AM – Ar. Chicago 12:15 PM
Train #200 – Lv. Chicago 4:00 Pm – Ar. Cleveland 10:45 PM
. . . . . . . . . . . . . Also serving 12 cities in between . . . . . . . . . .


Enjoy! [tup]

Tom[4:-)][oX)]

[siberianmo]

G'day!

And another . . .



NYC 4-8-4 #6003
(from: www.yesteryeardepot.com - foto credit: Fred C. Stoes)


Tom[4:-)] [oX)]

[siberianmo]

G'day!

We'll miss ya Lars!! Looks like we're down to just me . . .


NYC Hudson 4-6-4 (public domain)



Tom[4:-)] [oX)]

[Anonymous]

Actually I've been in and out the door several times. No one was there when I visited, so I moved on. Sorry I missed you.

Regards! Michaelson

[LoveDomes]

Hello Capn Tom

Just left a hefty batch of pix over at the bar for the Burlington Zephyrs theme - really well done stuff over there! [tup]

Hello Michaelson - good to see you again! Haven't seen you over at "Our" Place, so my guess is you aren't interested. The invitation is still valid though . . . .

Been checking my pix files and came up with this for the NYC

NYC FM/GE #4404 (1953) (photo: Howard W. Ameling)


See ya in a few days!

Lars

[Anonymous]

QUOTE: Originally posted by LoveDomes

Speaking of baseball - in 1962, the NY Yankees beat the SF Giants 4 games to 3 in the World Series. In 1961, the NY Yankees beat the Cincy Reds 4 games to 1 in the WS. The Reds won their only game, 6 to 2 in Yankee Stadium

Thank you for your welcome! So, it was '61 then. Told you my memory was getting a bit fuzzy. I do remember the Reds lost that day, but that was ok. We were sitting down the 3rd baseline in the 3rd row, and everytime something happened, everyone jumped up, so I didn't see much of the game anyhow. (grins)[;)]

High regards! Michaelson

[siberianmo]

G'day!

Another day at the lonely Thread without 20 Fingers Al <groan> But, we'll muddle through . . . ..


NYC EMD E8A #4043 (foto credit: unknown)



Tom[4:-)] [oX)]

[siberianmo]

ENCORE! ENCORE! ENCORE! ENCORE!

PASSENGER RR FALLEN FLAG #13

Here’s another Fallen Flag for the gang from Classic American Railroads:

New York Central System (NYC)

Headquarters: New York City

Locomotives in 1963:

Diesel: 1,965 Electric: 65

Rolling stock in 1963:

Freight cars: 94,115 Passenger cars: 2,905

Principal routes in 1950:

New York-Buffalo, NY-Cleveland, OH-Chicago, IL
Buffalo-Detroit, MI-Porter, IN (Chicago)
Boston, MA-Albany, NY
Cleveland-Columbus-Cincinnati, OH
Gallion, OH-St. Louis, MO
Chicago-Indianapolis, IN-Cincinnati
Indianapolis-Peoria, IL
Cleveland-Pittsburgh, PA
Detroit-Toledo, OH-Springfield, OH
Toledo-Columbus, OH-Charleston, WVA
Utica, NY-Montreal, QC

Passenger trains of note:

Chicagoan (New York-Cleveland-Chicago)
Chicago Mercury (Chicago-Detroit)
Cincinnati Mercury (Cleveland-Cincinnati)
Cleveland Mercury (Detroit-Cleveland)
Cleveland Limited (New York-Cleveland)
Commodore Vanderbilt (New York-Chicago)
Detroiter (New York-Detroit)
Detroit Mercury (Cleveland-Detroit)
Empire State Express (New York-Buffalo)
James Whitcomb Riley (Chicago-Cincinnati)
Knickerbocker (New York-St. Louis)
Lake Shore Limited (New York-Cleveland-Chicago)
The Michigan (Chicago-Detroit)
Motor City Special (Chicago-Detroit)
New England States (Chicago-Cleveland-Boston)
Ohio State Limited (New York-Cleveland-Cincinnati)
Pacemaker (New York-Cleveland-Chicago)
Southwestern Limited (New York-St. Louis)
20th Century Limited (New York Chicago)
Twilight Limited (Chicago-Detroit)
Wolverine (Chicago-Detroit-New York)


Enjoy! [tup]

Tom [4:-)] [oX)]


ENCORE! ENCORE! ENCORE! ENCORE!

[siberianmo]

G'day!

Nice Post, Lars! Let me add my "hello" to Michaelson - sounds like he'd enjoy our banter over at the bar.

What, no SP domes[?] [swg]


SP #3601 Chicago (1971) (foto credit: unknown)



Tom[4:-)] [oX)]

[LoveDomes]

G'day (again) Capn Tom

Congrats to you, Tom for being the 1,000th to post here on "your other thread!" [tup][tup][tup]

Let me extend a [#welcome] aboard to Michaelson and his visit to our lonely thread! [tup]

Enjoyed your post and there's lots to "grab onto" with your remembrances!

Speaking of baseball - in 1962, the NY Yankees beat the SF Giants 4 games to 3 in the World Series. In 1961, the NY Yankees beat the Cincy Reds 4 games to 1 in the WS. The Reds won their only game, 6 to 2 in Yankee Stadium.

CIncy's Union Terminal is a fine piece of architecture and one that ranks right up there with the best in north America.

I extend an invitation to you, Sir, to spend some time with us over at a "cyber bar 'n grill" called "Our Place." It is one of Capn Tom's creations and is a lively place for those of us who enjoy talking of the "Classic Trains" in an adult enviornment - with some fun thrown in. [tup]

Now for my continuing contribution . . . .


SP #2954 Parlor obs (from: LA RIver RR)



Until the next time! [tup]
Lars

[LoveDomes]

G'day (again) Capn Tom

Let me extend a [#welcome] aboard to Michaelson and his visit to our lonely thread! [tup]

Enjoyed your post and there's lots to "grab onto" with your remembrances!

Speaking of baseball - in 1962, the NY Yankees beat the SF Giants 4 games to 3 in the World Series. In 1961, the NY Yankees beat the Cincy Reds 4 games to 1 in the WS. The Reds won their only game, 6 to 2 in Yankee Stadium.

CIncy's Union Terminal is a fine piece of architecture and one that ranks right up there with the best in the north America.

I extend an invitation to you, Sir, to spend some time with us over a a "cyber bar 'n grill" called "Our Place." It is one of Capn Tom's creations and is a lively place for those of us who enjoy talking of the "Classic Trains" in an adult enviornment - with some fun thrown in. [tup]

[Anonymous]

I'll just toss mine in, being new to the joint. My Dad took my brother and me to Cincinnati in 1962 (I believe that was the year) to see the Reds in a playoff game of the World Series at Crosley field. We caught the C&O's George Washington at South Portsmouth (located in Kentucky across the Ohio River from Portsmouth, Ohio), and I remember sitting in the cold fog waiting for the train to come in. The GW finally arrived, pulled by two blue E-8's, and all blue C&O livery cars. We rode daycoaches to and from Cincinnati, and our 'base of operation' was the Union Terminal station in Cincinnati. This was a VERY impressive building to my then young mind. Cavernous is the best describer, and at first appearance looked all the world to be an old desk top radio. Apparently I was dead on target, as all the land that the station was built on was donated by Crosley, of Crosley radio fame, and he WANTED the station to remind folks of the product he sold (or at least one of them).

Just a side note, old man Crosley was a savvy business man. He had a 'method to his madness' for donating the land for the station to be built. The NYC, N&W and C&O all shared occupancy of the station, and Crosley also owned the clear channel voice radio station, WLW, which is STILL operated out of CIncinnati. The story goes that the main tower of the radio station sat next to the Union Station, and he had lead lines that ran from the radio tower to the NYC mainline track. At night, the power was cranked up at WLW (as was then allowed by the FCC, as many folks didn't have any local radio stations, so these clear channel stations increased power at night so those in rural areas to hear something on their radio.) I have been told by old farmers in my neck of the woods that on humid southern nights in Ohio, you could actually see static electricity dance along their barb wire fenses that stood along the railroad tracks due to the power being cranked by WLW using that NYC lead wire. It was said it increased the power of WLW to at least a million watts, leading to the FCC finally stepping in and making Crosley disconnect his wires because of complaints by local radio stations that were being blown off the air when WLW increased power. (grins) Sorry for the side track, but that's always amused me.

Back to topic....The ride had no particular specifics that I can remember, besides the fact that every passenger coach I ever rode on on the C&O ALWAYS smelled of diesel fuel, creosote, and stale cigar smoke. (grins)
Regards! Michaelson

[siberianmo]

G'day!

1,000th reply! [tup] [yeah] [wow]

Okay - now, where were we[?] Ah, yes - Lars 'n BK stopped by - appreciate the support, gents! [tup][tup]


SP Golden State in Palm Springs (1948) (fair use)



Tom[4:-)] [oX)]

[BudKarr]

Good Morning Captain Tom!

Yes, 'tis I with a brief morning visit after having dropped off a Post over a the bar!

Closing in on 1000 responses! Now that is indeed an accomplishmnet for what began as an experiment. Good show! [tup][tup][tupl]

My resources are rather slim when it comes to the Southern Pacific, something our friend Dave would mightily enjoy - but he does not seem to have the time to check these pages out - or those at the bar either.

Just my "show of support" and I will see you in mid to late June!

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

[LoveDomes]

G'day Tom

My guess it's just you & me for this thread . . .

I just left a post over at the bar . . . .



SP #10608 Automat Cafe (from: LA River RR)



Hey! I see where we are getting close to 1,000 replies on this thread! [tup][tup][tup] Of course, 90% of 'em are yours! [swg]


Until the next time!

Lars

[siberianmo]

G'day!

This was Posted over at the bar several weeks ago - time to appear here! [tup]


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


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


Southern Pacific Railroad


Reporting marks:
SP,SSW

Locale: Arizona, California, Louisiana, Nevada, New Mexico, Oregon, Texas, and Utah

Dates of operation: 1865 – 1996

Track gauge:
4 ft 8½ in (1435 mm) with some 3 ft (914 mm) gauge branches

Headquarters: San Francisco, CA


The Southern Pacific Railroad (AAR reporting mark SP) was an American railroad. The railroad was founded as a land holding company in 1865, forming part of the Central Pacific Railroad empire. The Southern Pacific's route miles has varied over the years but in 1929 the system showed 13,848 miles of track and in 1994 it had 8,991 miles of track. By 1900, the Southern Pacific Company had grown into a major railroad system that incorporated a lot of smaller companies, such as the Texas and New Orleans Railroad and Morgan's Louisiana and Texas Railroad, and that extended from New Orleans through Texas to El Paso, across New Mexico and through Tucson, Arizona, to Los Angeles, throughout most of California including San Francisco and Sacramento; it absorbed the Central Pacific Railroad extending eastward across Nevada to Ogden, Utah and had lines reaching north throughout and across Oregon to Portland.

On August 9, 1988, the Interstate Commerce Commission approved the purchase of the Southern Pacific by Rio Grande Industries, the company that controlled the Denver and Rio Grande Western Railroad. The Rio Grande officially took control of the Southern Pacific on October 13, 1988. After the purchase, the combined railroad kept the Southern Pacific name due to its brand recognition in the railroad industry and with customers of both constituent railroads.

The Southern Pacific was taken over by the Union Pacific Railroad in 1996 following years of financial problems.

The railroad is also noteworthy for being the defendant in the landmark 1886 United States Supreme Court case Santa Clara County v. Southern Pacific Railroad which is often interpreted as having established certain corporate rights under the Constitution of the United States.

•
Timeline

• 1851: The oldest line to become a part of the Southern Pacific system, the Buffalo Bayou, Brazos and Colorado Railway begins construction between Houston, TX and Alleyton, TX.
• 1865: A group of businessmen in San Francisco, CA, led by Timothy Phelps, found the Southern Pacific Railroad to build a rail connection between San Francisco and San Diego, CA.
• September 25, 1868: The Big Four purchases the Southern Pacific.
• 1870: Southern Pacific and Central Pacific operations are merged.
• June 1873: The Southern Pacific builds its first locomotive at the railroad's Sacramento shops as CP's 2nd number 55, a 4-4-0.
• November 8, 1874: Southern Pacific tracks reach Bakersfield, CA and work begins on the Tehachapi Loop
• September 5, 1876: The first through train from San Francisco arrives in Los Angeles, CA after travelling over the newly completed Tehachapi Loop.
• 1877: Southern Pacific tracks from Los Angeles cross the Colorado River at Yuma, AZ.
• 1879: Southern Pacific engineers experiment with the first oil-fired locomotives.
• March 20, 1880: The first Southern Pacific train reaches Tucson, AZ.
• May 11 1880: The Mussel Slough Tragedy takes place in Hanford, CA, a dispute over property rights with SP.
• May 19, 1881: Southern Pacific tracks reach El Paso, TX.
• January 12, 1883: The second transcontinental railroad line is completed as the Southern Pacific tracks from Los Angeles meet the Galveston, Harrisburg and San Antonio Railway at the Pecos River. The golden spike is driven by Col. Tom Pierce, the GH&SA president, atop the Pecos River High Bridge
• March 17, 1884: The Southern Pacific is incorporated in Kentucky.
• February 17, 1885: The Southern Pacific and Central Pacific are combined under a holding company named the Southern Pacific Company.
• April 1, 1885: The Southern Pacific takes over all operation of the Central Pacific. Effectively, the CP no longer exists as a separate company.
• 1886: The first refrigerator cars on the Southern Pacific enter operation.
• 1886: Southern Pacific wins the landmark Supreme Court case Santa Clara County v. Southern Pacific Railroad which establishes equal rights under the law to corporations.
• 1898: Sunset magazine is founded as a promotional tool of the Southern Pacific.
• 1901: Frank Norris' novel, The Octopus: A California Story, a fictional retelling of the Mussel Slough Tragedy and the events leading up to it, is published.
• 1903: Southern Pacific gains 50% control of the Pacific Electric system in Los Angeles.
• March 8, 1904: SP opens the Lucin Cutoff across the Great Salt Lake, bypassing Promontory, UT for the railroad's mainline.
• March 20, 1904: SP's Coast Line is completed between Los Angeles and Santa Barbara, CA.
• April 18, 1906: The great 1906 San Francisco earthquake strikes, damaging the railroad's headquarters building and destroying the mansions of the now-deceased Big Four.
• 1906: SP and UP jointly form the Pacific Fruit Express (PFE) refrigerator car line.
• 1913: The Supreme Court of the United States orders the Union Pacific to sell all of its stock in the Southern Pacific.
• December 28, 1917: The federal government takes control of American railroads in preparation for World War I
• 1923: The Interstate Commerce Commission allows the SP's control of the Central Pacific to continue, ruling that the control is in the public's interest.
• 1932: The SP gains 87% control of the Cotton Belt Railroad.
• May 1939: UP, SP and Santa Fe passenger trains in Los Angeles are united into a single terminal as Los Angeles Union Passenger Terminal is opened.
• 1947: The first diesels enter mainline operation on the SP.
• 1947: Southern Pacific is reincorporated in Delaware.
• 1951: Southern Pacific subsidiary Sud Pacifico de Mexico is sold to the Mexican government.
• 1952: A difficult year for the SP in California opens with the City of San Francisco train marooned for three days in heavy snow on Donner Pass; that summer, an earthquake hits the Tehachapi pass, closing the entire route over the Tehachapi Loop until repairs can be made.
• 1953: The first Trailer-On-Flat-Car (TOFC, or "piggyback") equipment enters service on the SP.
• 1957: The last steam locomotives in regular operation on the SP are retired; the railroad is now fully dieselized.
• 1965: Southern Pacific's bid for control of the Western Pacific is rejected by the ICC.
• 1967: SP opens the longest stretch of new railroad construction in a quarter century as the first trains roll over the Palmdale Cutoff through Cajon Pass.
• 1980: Now owning a 98.34% control of the Cotton Belt, the Southern Pacific extends the Cotton Belt from St. Louis to Santa Rosa, New Mexico through acquisition of part of the former Rock Island Railroad.

(copied per terms of GNU Free Document License)
SP 8033, a GE Dash 8-39B, leads a westbound train through Eola, Illinois (just east of Aurora), October 6, 1992.

• 1984: The Southern Pacific Company merges into Santa Fe Industries, parent of the Atchison, Topeka and Santa Fe Railway, to form Santa Fe Southern Pacific Corporation. When the Interstate Commerce Commission refuses permission for the planned merger of the railroad subsidiaries as the Southern Pacific Santa Fe Railroad SPSF shortens its name to Santa Fe Pacific Corporation and puts the SP railroad up for sale while retaining the non-rail assets of the Southern Pacific Company.
• October 13, 1988: Rio Grande Industries, parent of the Rio Grande Railroad, takes control of the Southern Pacific Railroad. The merged company retains the name "Southern Pacific" for all railroad operations.
• 1996: The Union Pacific finishes the acquisition that was effectively begun almost a century before with the purchase of the Southern Pacific. The merged company retains the name "Union Pacific" for all railroad operations.

Locomotive paint and appearance

(copied from public domain)

Like most railroads, the SP painted the majority of its steam locomotive fleet black during the 20th century, but after the 1930s the SP had a policy of painting the front of the locomotive's smokebox light silver (almost white in appearance), with graphite colored sides, for visibility.

Some express passenger steam locomotives bore the Daylight scheme, named after the trains they hauled, most of which had the word Daylight in the train name. This scheme, carried in full on the tender, consisted of a bright, almost vermilion red on the top and bottom thirds, with the center third being a bright orange. The parts were separated with thin white bands. Some of the color continued along the locomotive. The most famous Daylight-hauled trains were the Coast Daylight and the Sunset Limited.

Southern Pacific was famous for its cab-forward steam locomotives. These were essentially 2-8-8-4 locomotives set up to run in reverse, with the tender attached to the smokebox end of the locomotive. Southern Pacific used a number of snow sheds in mountain terrain, and locomotive crews nearly asphyxiated from smoke blowing back to the cab. After a number of engineers began running their engines in reverse (pushing the tender), Southern Pacific asked Baldwin Locomotive Works to produce cab-forward designs. No other North American railroad ordered cab-forward locomotives, which became a distinctive symbol of the Southern Pacific.

During the early days of diesel locomotive use, they were also painted black. Yard switchers had diagonal orange stripes painted on the ends for visibility, earning this scheme the nickname of Tiger Stripe.

Road freight units were generally painted in a black scheme with a red band at the bottom of the carbody and a silver and orange "winged" nose. The words "SOUTHERN PACIFIC" were borne in a large serif font in white. This paint scheme is called the Black Widow scheme by railfans.

A transitory scheme, of all-over black with orange "winged" nose, was called the Halloween scheme. Few locomotives were painted in this scheme and few photos of it exist.

Most passenger units were painted originally in the Daylight scheme as described above, though some were painted red on top, silver below for use on the Golden State (operated in cooperation with the Rock Island Railroad) between Chicago and Los Angeles. In 1959 SP standardized on a paint scheme of dark grey with a red "winged" nose; this scheme was dubbed Bloody Nose by railfans. Lettering was again in white. After the merger with the Denver and Rio Grande Western Railroad, the side lettering became often done in the Rio Grande "speed lettering" style.

Unlike many other railroads, whose locomotive numberboards bore the locomotive's number, the SP used them for the train number all they way up to the proposed Southern Pacific Santa Fe Railroad merger. By the Rio Grande Industries era, SP had adopted the more standard practice of using the number boards for the road number.

Passenger train service

Until May 1, 1971 (when Amtrak took over long-distance passenger operations in the United States), the Southern Pacific at various times operated the following named passenger trains:

• 49er
• Argonaut
• Beaver
• Cascade Limited
• City of San Francisco (operated jointly with the Chicago and North Western Railway and the Union Pacific Railroad)
• Coast Daylight
• Coaster
• Del Monte
• Fast Mail
• Golden State (operated jointly with the Rock Island Railroad)
• Klamath
• Lark
• Oregonian
• Overland
• Owl
• Pacific Limited
• Rogue River
• Sacramento Daylight
• San Francisco Challenger
• San Joaquin Daylight
• Shasta
• Shasta Limited
• Sunset
• Sunset Limited
• Tehachapi
• West Coast

Company officers

Presidents of the Southern Pacific Company

• Timothy Guy Phelps (1865-1868)
• Leland Stanford (1868-1890)
• Collis P. Huntington (1890-1900)
• Charles Hayes (1900-1901)
• E. H. Harriman (1901-1909)
• Robert Lovett (1909-1911)
• William Sproule (1911-1918)
• Julius Krutschnitt (1918-1920)
• William Sproule (1920-1928)
• Paul Shoup (1929-1932)
• Angus Daniel McDonald (1932-1941)
• Armand Mercier (1941-1951)
• Donald Russell (1952-1964)
• Benjamin Biaggini (1964-1976)
• Denman McNear (1976-1979)
• Alan Furth (1979-1982)
• Robert Krebs (1982-1983)
• D. M. "Mike" Mohan (1984-1996)

Chairmen of the Southern Pacific Company Executive Committee

• Leland Stanford (1890-1893)
• (vacant 1893-1909)
• Robert Lovett (1909-1913)
• Julius Krutschnitt (1913-1925)
• Henry deForest (1925-1928)
• Hale Holden (1928-1932)
•
Chairmen of the Southern Pacific Company Board of Directors

• Henry deForest (1929-1932)
• Hale Holden (1932-1939)
• (position nonexistent 1939-1964)
• Donald Russell (1964-1972)
• (vacant 1972-1976)
• Benjamin Biaggini (1976-1983)

Predecessor and Subsidiary Railroads

• California Pacific Railroad (Cal-P line Sacramento - Martinez, CA)
• Central Pacific Railroad
o Sacramento Southern Railroad
• Northern Railway SP Subsidiary
o West Side & Mendocino Railroad (Willows - Fruto, CA)
• Northwestern Pacific Railroad
• San Diego and Arizona Railway

Sucessor Railroads

• California Northern Railroad
• Eureka Southern Railroad
o North Coast Railroad
• San Diego and Arizona Eastern Railway
• San Joaquin Valley Railroad

References

• Beebe, Lucius (1963). The Central Pacific & The Southern Pacific Railroads, Howell-North Books, Berkeley, CA. ISBN 083107034X.
• Diebert, Timothy S. and Strapac, Joseph A. (1987). Southern Pacific Company steam locomotive compendium, Shade Tree Books, Huntington Beach, CA. ISBN 0-930742-12-5.
• Yenne, Bill (1985). The History of the Southern Pacific, Bonanza, New York, NY. ISBN 0-517-46084X.
• Thompson, Anthony W., et al (1992). Pacific Fruit Express, Signature Press, Wilton, CA. ISBN 1-930013-03-5.
• Orsi, Richard J (2005). Sunset Limited. The Southern Pacific Railroad and the Development of the American West 1850-1930, University of California Press. ISBN 0-520-20019-5.


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

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

Enjoy!

Tom [4:-)] [oX)]

[siberianmo]

G'day!

A final installment for the night . . . .


Pennsy E2B (courtesy: www.trainweb.org)



Tom[4:-)] [oX)]

[siberianmo]

G'day!

Thanx Lars! Looks like this Thread is heading off to the "yards," especially once those of us who are keeping it "alive" go offline to pursue other things - like LIVING! [swg]

Here's something a bit different for a Pennsy electric . . .



Pennsy E44 (courtesy: www.trainweb.org)



Tom[4:-)] [oX)]